System, method, and apparatus for operating a high efficiency, high output transmission

ABSTRACT

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of, and claims the benefit ofpriority of, U.S. patent application Ser. No. 15/663,235 filed on Jul.28, 2017 and entitled “SYSTEM, METHOD, AND APPARATUS FOR OPERATING AHIGH EFFICIENCY, HIGH OUTPUT TRANSMISSION,” which claims priority to thefollowing U.S. Provisional Patent Applications: Ser. No. 62/438,201filed Dec. 22, 2016, entitled “HIGH EFFICIENCY, HIGH OUTPUTTRANSMISSION”; and Ser. No. 62/465,024 filed Feb. 28, 2017, entitled“UTILIZATION OF A SHAFT DISPLACEMENT ANGLE IN A HIGH EFFICIENCY, HIGHOUTPUT TRANSMISSION”. All of the applications listed above are herebyincorporated by reference in their entirety.

BACKGROUND Field

Without limitation to a particular field of technology, the presentdisclosure is directed to transmissions configured for coupling to aprime mover, and more particularly to transmissions for vehicleapplications, including truck applications.

Transmissions serve a critical function in translating power provided bya prime mover to a final load. The transmission serves to provide speedratio changing between the prime mover output (e.g. a rotating shaft)and a load driving input (e.g. a rotating shaft coupled to wheels, apump, or other device responsive to the driving shaft). The ability toprovide selectable speed ratios allows the transmission to amplifytorque, keep the prime mover and load speeds within ranges desired forthose devices, and to selectively disconnect the prime mover from theload at certain operating conditions.

Transmissions are subjected to a number of conflicting constraints andoperating requirements. For example, the transmission must be able toprovide the desired range of torque multiplication while still handlingthe input torque requirements of the system. Additionally, from the viewof the overall system, the transmission represents an overheaddevice—the space occupied by the transmission, the weight, and interfacerequirements of the transmission are all overhead aspects to thedesigner of the system. Transmission systems are highly complex, andthey take a long time to design, integrate, and test; accordingly, thetransmission is also often required to meet the expectations of thesystem integrator relative to previous or historical transmissions. Forexample, a reduction of the space occupied by a transmission may bedesirable in the long run, but for a given system design it may be moredesirable that an occupied space be identical to a previous generationtransmission, or as close as possible.

Previously known transmission systems suffer from one or more drawbackswithin a system as described following. To manage noise, robustness, andstructural integrity concerns, previously known high output transmissionsystems use steel for the housing of the transmission. Additionally,previously known high output transmissions utilize a large countershaftwith high strength spur gears to manage the high loads through thetransmission. Previously known gear sets have relatively few designdegrees of freedom, meaning that any shortcomings in the design need tobe taken up in the surrounding transmission elements. For example,thrust loads through the transmission, noise generated by gears, andinstallation issues such as complex gear timing issues, require a robustand potentially overdesigned system in the housing, bearings, and/orinstallation procedures. Previously known high output transmissions,such as for trucks, typically include multiple interfaces to thesurrounding system (e.g. electrical, air, hydraulic, and/or coolant),each one requiring expense of design and integration, and eachintroducing a failure point into the system. Previously known highoutput transmissions include a cooler to protect the parts and fluids ofthe transmission from overheating in response to the heat generated inthe transmission. Previously known high output transmissions utilizeconcentric clutches which require complex actuation and service.Accordingly, there remains a need for improvements in the design of highoutput transmissions, particularly truck transmissions.

SUMMARY

An example transmission includes an input shaft configured to couple toa prime mover, a countershaft having a first number of gears mountedthereon, a main shaft having a second number of gears mounted thereon, ashifting actuator that selectively couples the input shaft to the mainshaft by rotatably coupling at least one of the first number of gears tothe countershaft and/or coupling the second number of gears to the mainshaft, where the shifting actuator is mounted on an exterior wall of ahousing, and where the countershaft and the main shaft are at leastpartially positioned within the housing.

Certain further embodiments of an example transmission are describedfollowing. An example transmission includes an integrated actuatorhousing, where the shifting actuator is operationally coupled to theintegrated actuator housing, and where the shifting actuator isaccessible by removing the integrated actuator housing; a number ofshifting actuators operationally coupled to the integrated housingactuator, where the number of shifting actuators are accessible byremoving the integrated actuator housing; where the shifting actuator ismechanically coupled to the integrated actuator housing; and/or where anumber of shifting actuators are mechanically coupled to the integratedhousing actuator. An example transmission includes a clutch actuatoraccessible by removing the integrated actuator housing; where the clutchactuator is a linear clutch actuator; the example transmission furtherincluding a clutch actuator housing; where the linear clutch actuator ispositioned at least partially within the clutch actuator housing; andwhere the clutch actuator housing coupled to the integrated actuatorhousing and/or included as a portion of the integrated actuator housing;where the integrated housing actuator includes a single external poweraccess, and/or where the single external power access includes an airsupply port. An example transmission includes the integrated actuatorhousing defining power connections between actuators operationallycoupled to the integrated actuator housing; where the integratedactuator housing is mounted on a vertically upper side of thetransmission; where the shifting actuators are accessible withoutdecoupling the input shaft from the prime mover; where the integratedactuator housing is accessible without decoupling the input shaft fromthe prime mover; where the linear clutch actuator is pneumaticallyactivated; where the linear clutch actuator has a first extendedposition and a second retracted position, and where the linear clutchactuator includes a near zero dead air volume in the second retractedposition; where the dead air volume includes an air volume on a supplyside of the linear clutch actuator that is present when the linearclutch actuator is retracted; and/or where the linear clutch actuatorhas a first extended position and a second retracted position, and wherethe second retracted position is stable over a selected service life ofa clutch operationally coupled to the linear clutch actuator.

An example transmission includes a driveline having an input shaft, amain shaft, and a countershaft that selectively couples the input shaftto the main shaft, a housing element with at least part of the drivelinepositioned in the housing, where the housing element includes aluminum,and where the transmission is a high output transmission. Certainfurther embodiments of an example transmission are described following.An example transmission includes the transmission having no cooler;where the countershaft selectively couples the input shaft to the mainshaft using helical gear meshes, and/or where the helical gear meshesprovide thrust management; where the housing does not takes thrust loadsfrom the driveline; where the helical gear meshes further provide thrustmanagement such that a bearing at a low speed differential position inthe transmission takes thrust loads from the driveline; and/or where thebearing taking thrust at a low speed differential position is a bearingoperationally coupled to the input shaft and the main shaft. An exampletransmission further includes a planetary gear assembly coupled to asecond main shaft, where the planetary gear assembly includes helicalgears; where the planetary gear assembly provides a thrust load inresponse to power transfer through the planetary gear assembly; wherethe first main shaft is rotationally coupled to the second main shaft;where the transmission does not include taper bearings in the driveline;where the countershaft is a high speed countershaft; where thetransmission includes a number of high speed countershafts; and where afirst gear ratio between the input shaft and the countershaft, a secondgear ratio between the countershaft and the main shaft, have a ratiowhere the second gear ratio is greater than the first gear ratio by atleast 1.25:1, at least 1.5:1, at least 1.75:1, at least 2:1, at least2.25:1, at least 2.5:1, at least 2.75:1, at least 3:1, at least 3.25:1,at least 3.5:1, at least 3.75:1, at least 4:1, at least 4.25:1, at least4.5:1, at least 4.75:1, at least 5:1, at least 6:1, at least 7:1, atleast 8:1, at least 9:1, and/or at least 10:1.

An example transmission includes a driveline having an input shaft, amain shaft, and a countershaft that selectively couples the input shaftto the main shaft, and a low loss lubrication system. Certain furtherembodiments of an example transmission are described following. Anexample transmission includes the low loss lubrication system having adry sump; the low loss lubrication system having a lubrication pumpassembly positioned within the transmission; the low loss lubricationsystem including a lubrication pump rotationally coupled to thecountershaft, and/or where the countershaft is a high speedcountershaft; a lubrication sleeve positioned at least partially withinthe main shaft, and/or where the lubrication sleeve is an unsealedlubrication sleeve.

An example transmission includes a driveline having an input shaft, amain shaft, and a countershaft that selectively couples the input shaftto the main shaft, a countershaft that includes a number of gearsmounted thereon, and a power take-off (PTO) access positioned inproximity to at least one of the number of gears. Certain furtherembodiments of an example transmission are described following. Anexample transmission includes the PTO access being an 8-bolt PTO access;the transmission including an aluminum housing; the transmission furtherhaving a first end engaging a prime mover and a second end having anoutput shaft, and a second PTO access positioned at the second end;where the transmission is an automated manual transmission; and/or asecond countershaft, where the PTO access is positioned in proximity tothe countershaft or the second countershaft.

An example transmission includes an input shaft configured to couple toa prime mover, a countershaft having a first number of gears mountedthereon, a main shaft having a second number of gears mounted thereon,where the first number of gears and the second number of gears arehelical gears, and where the transmission is a high output transmission.Certain further embodiment of an example transmission are describedfollowing. An example transmission includes an aluminum housing, wherethe main shaft and the countershaft are at least partially positioned inthe housing; a bearing pressed into the housing, where the helical gearsmanage thrust loads such that the bearing pressed into the housing doesnot experience thrust loads; where the first number of gears and secondnumber of gears include a shortened tooth height and/or a flattened topgeometry.

An example clutch assembly includes a clutch disc configured to engage aprime mover, a pressure plate having a clutch biasing element, where theclutch engagement member couples to a clutch actuation element at anengagement position, and where a clutch adjustment member maintains aconsistent engagement position as a face of the clutch disc experienceswear. Certain further embodiments of an example clutch assembly aredescribed following. An example clutch assembly includes the clutchadjustment member having a cam ring operable to rotate in response toclutch disc wear; a pressure plate defining the clutch biasing elementand the clutch adjustment member; the pressure plate further definingaccess holes for the clutch adjustment member; the clutch assemblyfurther including an anti-rotation member operationally coupled to theclutch adjustment member to enforce one-way movement of the clutchadjustment member; and/or the pressure plate further defining at leastone access channel for the anti-rotation member.

Architectures for high output, high efficiency, low noise and otherwiseimproved automated transmissions are disclosed herein, includingmethods, systems, and components for automated truck transmissions. Suchmethods and systems may include, among other things, a pair of highspeed, twin countershafts. Architectures for 18-speed (including 3×3×2architectures with three gear boxes) and 12-speed (including 3×2×2architectures with three gear boxes) are disclosed. In embodiments, suchmethods and systems include methods and systems for thrust loadcancellation, including cancellation of loads across a helical or sungear used in at least one gear box of the transmission. In embodiments,enclosures, such as for the clutch and various gears are configured suchthat enclosure bearings are isolated from thrust loads, among otherthings allowing for use of lightweight materials, such as die castaluminum, for various components of the transmission, withoutcompromising performance or durability. A low-loss lubrication systemmay be provided for various components of the transmission.

In embodiments, clutch actuation (including for a linear clutch actuatorthat may actuate movement of a use a horseshoe, or off-axis, clutchactuator) and gear shift actuation for an automated truck transmissionare handled through an integrated electrical and mechanical assembly,which may be mounted in a mounted transmission module (MTM) on thetransmission, and which may use a common, integrated air supply forpneumatic actuation of clutch and gear systems, optionally employingintegrated conduits, rather than hoses, to reduce the free volume of airand thereby enhance the efficiency, reliability and performance of thegear and clutch actuation systems. The MTM may include a linear clutchactuator, position sensor and valve banks for gear and clutch actuation.

Gear systems, including substantially circular gears and helical gears,may be optimized to reduce noise and provide smooth shifting. Circulargears may have substantially flat teeth, may be wormwheel-ground toprovide smooth surfaces, and may be provided with profiles optimized toprovide optimized sliding velocity of engagement during gear shifts. Thetransmission may power power-take off (PTO) interfaces, optionallyincluding multiple PTO interfaces.

An example system includes a transmission having an input shaft and anoutput shaft, the input shaft selectively accepting a torque input froma prime mover, and the output shaft selectively providing a torqueoutput to a driveline. The system further includes a controller, thecontroller having a shaft displacement circuit that interprets a shaftdisplacement angle, where the shaft displacement angle includes an anglevalue representative of a rotational displacement difference between atleast two shafts of the transmission. The controller further includes adisplacement response circuit that performs a transmission operation inresponse to the shaft displacement angle.

Certain further aspects of the system are described following, any oneor more of which may be included in certain embodiments. An examplesystem includes the transmission further including a countershaftselectively coupled to the input shaft at a first end, and selectivelycoupled to the output shaft at a second end, and where the shaftdisplacement angle includes an input angle, where the input angleincludes an angle value representative of a rotational displacementdifference between the input shaft and the countershaft; the controllerfurther comprising a shift state description circuit that determinesthat a synchronizer is unblocked in response to the input angle, and thedisplacement response circuit further providing a shift engagementcommand in response to the determining the synchronizer is unblocked,and the system further including a shift actuator responsive to theshift engagement command; where the shift actuation circuit furtherprovides a shift opposition command in response to the determining thesynchronizer is unblocked, and where the shift actuator is furtherresponsive to the shift opposition command; where the shift engagementcommand includes an increased actuation pressure relative to a decreasedactuation pressure applied during a synchronization operation; where theshift opposition command includes an increased opposition pressure to amovement of a shift actuator relative to a synchronization oppositionpressure, the synchronization opposition pressure including anopposition pressure during a synchronization operation and/or asynchronizer approach operation; where the increased opposition pressureincludes an amount of opposition pressure selected to reduce a finalengagement velocity of the shift actuator; and/or where the shift statedescription circuit further determines the synchronizer is unblocked inresponse to a rate of change of the input angle; where the shift statedescription circuit further determines the synchronizer is unblocked inresponse to a rate of change of the input angle transitioning from afirst rate of change to a second rate of change, and where the firstrate of change is associated with a synching position of the shiftactuator, and wherein the second rate of change is associated withsynchronizer unblock position of the shift actuator. An example systemfurther includes a gear mesh between a first gear on the countershaftand a second gear on the input shaft being a forward-most gear mesh inthe transmission.

Certain further aspects of an example system are described following,any one or more of which may be included in certain embodiments. Anexample system includes the transmission further having a countershaftselectively coupled to the input shaft at a first end, and selectivelycoupled to the output shaft at a second end, where the countershaft isselectively coupled to the output shaft at the second end via a mainshaft selectively coupled to the output shaft, and where the shaftdisplacement angle includes an angle such as: an input angle includingan angle value representative of a rotational displacement differencebetween the input shaft and the countershaft, a main box angle includinga rotational displacement difference between the countershaft and theoutput shaft, and/or an output angle including a rotational displacementdifference between the input shaft and the output shaft; the controllerincluding a zero torque determination circuit that determines thetransmission is operating in a zero torque region in response to theshaft displacement angle including a difference value below a zerotorque threshold value; the controller further including a zero torquedetermination circuit that determines that the transmission is operatingin a zero torque region in response to a difference value of the shaftdisplacement angle exhibiting a change in sign; the controller furtherincluding a backlash determination circuit that determines that thetransmission is in a backlash region in response to the shaftdisplacement angle including a difference value below a zero torquethreshold value; and/or the controller further including a backlashdetermination circuit that determines that the transmission is in abacklash region in response to a difference value of the shaftdisplacement angle exhibiting a change in sign.

Certain further aspects of the system are described following, any oneor more of which may be included in certain embodiments. An examplesystem including the controller further having a torque statedescription circuit that determines, in response to the shaftdisplacement angle, that the transmission is in one of: a zero torqueregion and/or an imminent zero torque region, and the displacementresponse circuit further providing a shift pre-load command in responseto the determining the transmission is in one of the zero torque regionor the imminent zero torque region, and a shift actuator responsive tothe shift pre-load command; where the shift pre-load command includes acommand to pre-load an actuator volume, wherein the pre-loaded actuatorvolume urges the shift actuator to a neutral position; where the shiftactuator corresponds to a gear mesh that is not being shifted during ashift event; where a second gear mesh that is being shifted during theshift event is positioned forward in the transmission relative to thegear mesh that is not being shifted; and/or where the displacementresponse circuit further provides a shift return command, and where theshift actuator is responsive to the shift return command to return theshift actuator to an engaged position.

Certain further aspects of an example system are disclosed following,any one or more of which may be included in certain embodiments. Anexample system includes the controller further having a torque statedescription circuit that determines, in response to the shaftdisplacement angle, that the transmission is in one of: a backlashregion and/or an imminent backlash region, and the displacement responsecircuit further providing a shift pre-load command in response to thedetermining the transmission is in one of the backlash region or theimminent backlash region, and a shift actuator responsive to the shiftpre-load command; where the shift pre-load command includes a command topre-load an actuator volume, where the pre-loaded actuator volume urgesthe shift actuator to a neutral position; where the shift actuator to agear mesh that is not being shifted during a shift event; where a secondgear mesh that is being shifted during the shift event is positionedforward in the transmission relative to the gear mesh that is not beingshifted; and/or where the displacement response circuit further providesa shift return command, where the shift actuator is responsive to theshift return command to return the shift actuator to an engagedposition, and a shift actuator responsive to the shift engagementcommand.

Certain further aspects of an example system are disclosed following,any one or more of which may be included in certain aspects. An examplesystem includes a clutch that selectively decouples a prime mover fromthe input shaft of the transmission, a progressive actuatoroperationally coupled to the clutch, where a position of the progressiveactuator corresponds to a position of the clutch, where the controllerfurther includes a torque state description circuit that determines, inresponse to the shaft displacement angle, that the transmission is inone of: a backlash region and/or an imminent backlash region, adisplacement response circuit that further provides a clutch disengagecommand in response to the determining the transmission is in one of thebacklash region or the imminent backlash region, and where theprogressive actuator is responsive to the clutch disengage command;where the clutch disengage command includes a command to perform one ofdisengaging the clutch and slipping the clutch; and/or where thedisplacement response circuit further provides a clutch engage command,and where the progressive actuator is responsive to the clutch engagecommand to return the clutch to a locked up position.

Certain further aspects of an example system are disclosed following,any one or more of which may be included in certain aspects. An examplesystem further includes a clutch that selectively decouples a primemover from the input shaft of the transmission, a progressive actuatoroperationally coupled to the clutch, where a position of the progressiveactuator corresponds to a position of the clutch, and where thecontroller further includes a torque state description circuit thatdetermines, in response to the shaft displacement angle, that thetransmission is in one of: a zero torque region and/or an imminent zerotorque region, the displacement response circuit further providing aclutch disengage command in response to the determining the transmissionis in one of the zero torque region or the imminent zero torque region,and where the progressive actuator is responsive to the clutch disengagecommand; where the clutch disengage command includes a command toperform one of disengaging the clutch and slipping the clutch; and/orwhere the displacement response circuit further provides a clutch engagecommand, and where the progressive actuator is responsive to the clutchengage command to return the clutch to a locked up position.

Certain further aspects of an example system are disclosed following,any one or more of which may be included in certain aspects. An examplesystem further includes a transmission having an input shaft and anoutput shaft, the input shaft selectively accepting a torque input froma prime mover, and the output shaft selectively providing a torqueoutput to a driveline, a countershaft selectively coupled to the inputshaft at a first end, and selectively coupled to the output shaft at asecond end, and where the countershaft is selectively coupled to theoutput shaft at the second end via a main shaft selectively coupled tothe output shaft, and a controller including: a shaft displacementcircuit that interprets a shaft displacement angle, the shaftdisplacement angle including an angle value representative of arotational displacement difference between at least two shafts of thetransmission, and where the shaft displacement angle includes at leastone angle such as: an input angle including an angle valuerepresentative of a rotational displacement difference between the inputshaft and the countershaft, a main box angle including a rotationaldisplacement difference between the countershaft and the output shaft,and an output angle including a rotational displacement differencebetween the input shaft and the output shaft, and a torque inputdetermination circuit that determines a prime mover torque value inresponse to the shaft displacement angle; where the torque inputdetermination circuit further determines when a prime mover torque valueis zero; where the controller further includes a displacement responsecircuit structured to provide a gear disengage command in response tothe prime mover torque value, and where the system further comprises ashift actuator responsive to the gear disengage command; and/or wherethe controller further includes a displacement response circuit thatprovides, in response to the prime mover torque value, a prime movertorque pulse command and/or a clutch modulation command.

An example system includes a transmission having an input shaft and anoutput shaft, the input shaft selectively accepting a torque input froma prime mover, and the output shaft selectively providing a torqueoutput to a driveline, a countershaft selectively coupled to the inputshaft at a first end, and selectively coupled to the output shaft at asecond end, and where the countershaft is selectively coupled to theoutput shaft at the second end via a main shaft selectively coupled tothe output shaft, the system further including a controller having ashaft displacement circuit that interprets a shaft displacement angle,the shaft displacement angle including an angle value representative ofa rotational displacement difference between at least two shafts of thetransmission, and where the shaft displacement angle includes at leastone angle such as: an input angle including an angle valuerepresentative of a rotational displacement difference between the inputshaft and the countershaft, a main box angle including a rotationaldisplacement difference between the countershaft and the output shaft,and an output angle including a rotational displacement differencebetween the input shaft and the output shaft, the system furtherincluding a gear mesh orientation circuit that determines a gear meshorientation in response to the shaft displacement angle.

Certain further embodiments of the system where the gear meshorientation includes one of a drive side and a coast side, where thecontroller further includes a displacement response circuit thatdetermines that the gear mesh orientation is opposite a post-shift gearmesh orientation for an impending shift event; and/or where thedisplacement response circuit, in response to the gear mesh orientationbeing opposite the post-shift gear mesh orientation, provides at leastone command such as: a prime mover torque pulse command, a clutchcommand, and a shift timing adjustment command.

These and other systems, methods, objects, features, and advantages ofthe present disclosure will be apparent to those skilled in the art fromthe following detailed description of the preferred embodiment and thedrawings.

All documents mentioned herein are hereby incorporated in their entiretyby reference. References to items in the singular should be understoodto include items in the plural, and vice versa, unless explicitly statedotherwise or clear from the text. Grammatical conjunctions are intendedto express any and all disjunctive and conjunctive combinations ofconjoined clauses, sentences, words, and the like, unless otherwisestated or clear from the context.

BRIEF DESCRIPTION OF THE FIGURES

The disclosure and the following detailed description of certainembodiments thereof may be understood by reference to the followingfigures:

FIG. 1 depicts an example transmission.

FIG. 2 depicts an example transmission.

FIG. 3 depicts an example transmission.

FIG. 4 depicts an example transmission.

FIG. 5 depicts an example transmission.

FIG. 6 depicts an example transmission.

FIG. 7 depicts an example transmission.

FIG. 8 depicts a cutaway view of an example transmission.

FIG. 9 depicts a cutaway view of an example transmission.

FIG. 10 depicts a cutaway view of an example transmission.

FIG. 11 depicts an exploded view of an example transmission.

FIG. 12 depicts an exploded view of an example friction brake.

FIG. 13 depicts an example integrated actuation assembly.

FIG. 14 depicts an example transmission control module.

FIG. 15 depicts an example integrated actuation assembly.

FIG. 16 depicts an example lubrication pump assembly.

FIG. 17 depicts an exploded view of an example lubrication pumpassembly.

FIG. 18 depicts example bushing lubrication tubes in the context of anexample transmission.

FIG. 19 depicts an example bushing lubrication tube.

FIG. 20 depicts an example bushing lubrication tube.

FIG. 21 depicts an example bushing lubrication tube.

FIG. 22 depicts an example bushing lubrication tube.

FIG. 23 depicts a cutaway view of an example driveline assembly.

FIG. 24 depicts an example driveline assembly.

FIG. 25 depicts a cutaway view of an example driveline assembly.

FIG. 26 depicts a cutaway view of an example input shaft assembly.

FIG. 27 depicts a cutaway view of an example actuator assembly.

FIG. 28 depicts a cutaway view of an example input shaft end.

FIG. 29 depicts a cutaway view of an example main shaft portion.

FIG. 30 depicts a cutaway view of an example countershaft.

FIG. 31 depicts a detail of an example roller bearing.

FIG. 32 depicts a detail of an example roller bearing.

FIG. 33 depicts a cutaway view of an example countershaft.

FIG. 34 depicts a cutaway of an example planetary gear assembly.

FIG. 35 depicts a detail view of an example sliding clutch.

FIG. 36 depicts a detail view of an example output synchronizationassembly.

FIG. 37 depicts an example output shaft assembly portion.

FIG. 38 depicts an example planetary gear assembly portion.

FIG. 39 depicts an example shift actuator in proximity to a slidingclutch.

FIG. 40 depicts an example transmission.

FIG. 41 depicts an example exploded clutch assembly.

FIG. 42 depicts an example exploded clutch assembly.

FIG. 43 depicts an example pressure plate assembly.

FIG. 44 depicts an example pressure plate assembly.

FIG. 45 is a schematic flow diagram of a service event.

FIG. 46 is a schematic flow diagram of a service event.

FIG. 47 depicts an example clutch housing.

FIG. 48 depicts an example clutch housing.

FIG. 49 depicts an example rear housing.

FIG. 50 depicts an example rear housing.

FIG. 51 depicts an example rear housing.

FIG. 52 depicts an example lubrication pump assembly.

FIG. 53 depicts an example lubrication pump assembly.

FIG. 54 depicts an example main housing.

FIG. 55 depicts an example main housing.

FIG. 56 depicts an example main housing.

FIG. 57 depicts an example main housing.

FIG. 58 depicts an example main housing.

FIG. 59 is a schematic representation of a transmission having acontroller.

FIG. 60 is a schematic diagram of a controller for a transmission.

FIG. 61 is a schematic diagram of a controller for a transmission.

FIG. 62 is a schematic diagram of a controller for a transmission.

FIG. 63 is a schematic diagram of a controller for a transmission.

FIG. 64 is a schematic diagram of a controller for a transmission.

DETAILED DESCRIPTION

Referencing FIG. 1, an example transmission 100 having one or moreaspects of the present disclosure is depicted. The example transmission100 includes a main housing 102, the main housing 102 defines the outershape of portions of the transmission 100 and in certain embodiments themain housing 102 includes one or more components made of aluminum. Theexample main housing 102 is coupled to a clutch housing 104, wherein theclutch housing 104 includes or is operationally coupled to a clutch 106.The example transmission 100 further includes a rear housing 108. Therear housing 108 provides aspects of the transmission 100 enclosure atthe rear, including in certain embodiments a planetary or helical gearset disposed within the rear housing 108, having structural engagementwith an output shaft assembly 110.

The example transmission 100 includes an integrated actuator housing 112coupled to the main housing 102. The integrated actuator housing 112 inthe example of FIG. 1 is coupled to the top of the transmission 100, andthe main housing 102 includes an opening (not shown) at the positionwhere the integrated actuator housing 112 coupled to the main housing102. In the example transmission 100 the opening in the main housing 102provides access for actuators operationally coupled to the integratedactuator housing 112, including for example a clutch actuator and/or oneor more gear shifting actuators. Example transmission 100 furtherincludes a transmission control module 114 (TCM), where the example TCM114 couples directly to the integrated actuator housing 112.

The arrangement of the aspects of the transmission 100 depicted in FIG.1 is an example and nonlimiting arrangement. Other arrangements ofvarious aspects are contemplated herein, although in certain embodimentsone or more of the arrangements depicted in FIG. 1 may be advantageousas described throughout the present disclosure. Particular arrangementsand aspects of the transmission 100 may be included in certainembodiments, including one or more of the aspects arranged as depicted,and one or more of the aspects arranged in a different manner as wouldbe understood to one of skill in the art contemplating a particularapplication and/or installation.

The description of spatial arrangements in the present disclosure, forexample front, rear, top, bottom, above, below, and the like areprovided for convenience of description and for clarity in describingthe relationship of components. The description of a particular spatialarrangement and/or relationship is nonlimiting to embodiments of atransmission 100 consistent with the present disclosure, in a particulartransmission 100 may be arranged in any manner understood in the art.For example, and without limitation, a particular transmission 100 maybe installed such that a “rear” position may be facing a front, side, orother direction as installed on a vehicle and/or application.Additionally or alternatively, the transmission 100 may be rotated andor tilted about any axis, for example and without limitation at anazimuthal angle relative to a driveline (e.g. the rotational angle ofthe clutch 106), and/or a tilting from front to back such as toaccommodate an angled driveline. Accordingly, one or more components maybe arranged relatively as described herein, and a component described asabove another component may nevertheless be the vertically lowercomponent as installed in a particular vehicle or application. Further,components for certain embodiments may be arranged in a relative mannerdifferent than that depicted herein, resulting in a component describedas above another component being vertically lower for those certainembodiments or resulting in a component described as to the rear ofanother being positioned forward of the other, depending on the frame ofreference of the observer. For example, an example transmission 100includes two countershafts (not shown) and a first particular featureengaging an upper countershaft may be described and depicted as above asecond particular feature engaging a lower countershaft; it isnevertheless contemplated herein that an arrangement with the firstparticular feature engaging the lower countershaft in the secondparticular feature engaging the upper countershaft is consistent with atleast certain embodiments of the present disclosure, except wherecontext indicates otherwise.

Referencing FIG. 2, a transmission 100 is depicted in a top view,wherein the transmission 100 depicted in FIG. 2 is consistent with thetransmission 100 depicted in FIG. 1. In the top view of the transmission100, the rear housing 108, the clutch housing 104, and the main housing102 remain visible. Additionally, the integrated actuator housing 112and TCM 114 are visible at the top of the main housing 102. The exampletransmission 100 further includes a clutch actuator housing 202 thatprovides accommodation for a clutch actuator assembly (not shown in FIG.2). Clutch actuator housing 202 is depicted as a portion of theintegrated actuator housing 112 and positioned at the top of thetransmission 100. The example clutch actuator housing 202 and clutchactuator assembly, as evidenced by the position of the clutch actuatorhousing 202, engages an upper countershaft at the rear side; however, alubrication pump assembly may engage one or more countershafts at anyaxial position along the transmission 100. Further details of an examplelubrication pump assembly are described in other portions of the presentdisclosure.

The example transmission 100 of FIG. 2 further depicts the output shaftassembly 110 at a rear of the transmission, in the example depicted as astandard driveline output shaft assembly 110; however, any output shaftassembly 110 design for the particular application is contemplatedherein. The transmission 100 further depicts an input shaft 204, in theexample the input shaft 204 extends through the clutch 106 on theoutside of the transmission 100, in engages a prime mover shaft, such astail shaft. An example input shaft 204 includes a spline engagement witha prime mover shaft, although any coupling arrangement understood in theart is contemplated herein.

The example transmission 100 depicted in FIG. 2 includes a single airinput line (not shown), which in the example is pneumatically coupled tothe integrated actuator housing 112. In certain embodiments, thetransmission 100 includes a clutch actuator and one or more shiftactuators, wherein the clutch actuator and the shift actuator(s) arepowered by a single or common air input supply line as depicted in theexample of FIG. 2. Additionally or alternatively, each of the actuatorsmay be powered by separate power inputs, and/or alternative powersources, such as, but not limited to, a hydraulic and/or an electricsource.

Referencing FIG. 3, a transmission 100 arranged in a similar orientationto the representation depicted in FIG. 1 is illustrated to more clearlyshow certain aspects of the transmission 100. The example transmission100 includes the integrated actuator housing 112, wherein an air inputport 302 provides pneumatic access for the air input supply to engagethe clutch actuator and the shift actuator(s). The example transmission100 includes only a single power input to operate all actuators, and infurther embodiments the single power input is included as an air inputport 302. In embodiments, a single air supply is provided for pneumaticactuation of the clutch actuator (such as a linear clutch actuator (LCA)and each of the gear shift actuators (e.g., actuators for front, mainand rear gear boxes). In embodiments, the air supply is handled withinthe integrated actuator housing via a set of conduits that accept airfrom the air input supply and deliver the air to power movement of eachof the actuators. The conduits may be integrated (e.g., machined, cast,etc.) into the housing/structure of the integrated actuator housing,such that air is delivered without requiring separate hoses or the like,between the air input supply and the respective actuators for clutch andgear movement. Among other benefits, this removes potential points offailure (such as leaky hoses or poor connections to hoses) and allowsvery precise control (because, among other reasons, the volume of air issmaller and more precisely defined that for a hose-based system). Itshould be understood that a given integrated actuator housing 112includes the number and type of power access points for the particulararrangement, such as an electrical and/or hydraulic input, and/or morethan one input of a given type, such as pneumatic. Additionally oralternatively, in certain embodiments the transmission 100 includes oneor more power inputs positioned in locations distinct from the locationof the air input port 302 in the example of FIG. 4.

The example transmission 100 depicted in FIG. 3 further shows a sensorport 304. In the example of FIG. 3, sensor port 304 couples a controlleron the TCM 114 to a speed sensor on the output shaft assembly 110 of thetransmission 100. Referencing FIG. 4, a sensor coupler 404 operationallycouples a sensor (e.g. a speed sensor of any type, such as a halleffect, variable reluctance, tachograph, or the like) to the sensorconnector 304, for example to provide an output shaft speed value to theTCM 114. Additionally, the transmission 100 includes an oil pressuresensor 406. In embodiments, a given transmission 100 may include anynumber of sensors of any type desired, including having no speed sensorand/or other sensors. In certain embodiments, the type and source ofinformation may vary with the control features and diagnostics presentin the system. Additionally or alternatively, any given sensed value mayinstead be determined from other values known in the system (e.g. avirtual sensor, model, or other construction or derivation of a givenvalue from other sensors or other known information), and/or any givensensed value may be determined from a datalink communication oralternate source rather than or in addition to a direct sensor coupledto a controller. The controller may be in communication with any sensorand/or actuator anywhere on the transmission 100 and/or within a systemincluding or integrated with the transmission 100, such as a driveline,vehicle, or other application, as well as with remote systems, such asthrough one or more communications networks, such as Bluetooth™,cellular, WiFi, or the like, including to remote systems deployed in thecloud, such as for telematics and similar applications, among others.

The example transmission 100 includes a pair of electrical connectors402 (reference FIG. 4), depicted as two standard 20-pin connectors inthe example depicted in FIG. 4, although any electrical interface may beutilized. An example TCM 114 includes an electrical connection betweenthe TCM 114 and the integrated actuator housing 112, for example whereinthe TCM 114 plugs into the integrated actuator housing 112 providingelectrical datalink communication (e.g. between a controller present onthe integrated actuator and the controller on the TCM 114—not shown)and/or direct actuator control of actuators in the integrated actuatorhousing 112. In certain embodiments, a single controller may be presentwhich performs all operations on the transmission 100, and/or thefunctions of the transmission 100 may be divided among one or morecontrollers distinct from the controller arrangement depicted in FIG. 4.For example and without limitation, a vehicle controller, applicationcontroller, engine controller, or another controller present in thetransmission 100 or overall system may include one or more functions ofthe transmission 100.

The example transmission 100 further includes a clutch 106. The exampleclutch 106 includes a clutch face 306 and one or more torsional springs308. Example clutch face 306 includes a number of frictional plates 310,and the clutch face 306 presses against an opposing face from a primemover (not shown), for example a flywheel of the engine. The torsionalsprings 308 of the example clutch face 306 provide rotational damping ofthe clutch 106 to transient forces while maintaining steady statealignment of the clutch 106. The clutch face 306 may alternatively beany type of clutch face understood in the art, including for example asingle frictional surface rather than frictional plates 310. In theexample clutch face 306, the frictional plates 310 are included as aportion of the clutch face 306. The divisions between the clutch platesare provided as grooved divisions of the clutch face 306 base materialto provide desired performance (e.g. frictional performance, debrismanagement, and/or heat transfer functions), but any clutch face 306configuration including alternate groove patterns and/or no presence ofgrooves is contemplated herein. The material of the example clutch face306 may be any material understood in the art, including at least aceramic material and/or organic clutch material. In embodiments, asdepicted in more detail below, the clutch 106 may be positioned off-axisrelative to the prime mover, is disposed around (such as via a yoke,horseshoe or similar configuration) the prime mover (e.g., a shaft), ispivotably anchored on one side (such as by a hinge or similar mechanismthat allows it to pivot in the desired direction of movement of theclutch 106, and is actuated by the linear clutch actuator (which mayalso be positioned off-axis, opposite the anchoring side, so that linearactuation causes the clutch to pivot in the desired direction).

Referencing FIG. 4, an example transmission 100 is depicted from a sideview, with the output shaft assembly 110 positioned at the left side ofFIG. 4, in the clutch housing 104 positioned at the right side of FIG.4. The transmission 100 depicted in FIG. 4 includes numerous featuresthat may be present in certain embodiments. For example, numerous fins408 and/or projections are present that provide selected stresscharacteristics, management of stress in the housing, and or selectedheat transfer characteristics. The example transmission 100 furtherdepicts a power take off device (PTO) interface 410 that allows accessfor a PTO installation to engage the transmission on a lower side.Additionally or alternatively the transmission 100 may include a secondPTO interface on the rear of the transmission (not shown), for exampleto allow PTO engagement at the rear of the transmission 100. A rear PTOengagement may be provided with a hole (which may be plugged for anon-PTO installation) or other access facility, where the PTO may beengaged, for example, with a quill shaft engaging one of thecountershafts of the transmission 100 on a first end and providing anengagement surface, such as a spline, on a second end extending from thetransmission 100. The example transmission of FIG. 4 additionallydepicts a number of lift points 412, which are optionally present, andwhich may be arranged as shown or in any other arrangement or position.

Referencing FIG. 5, another view of an example transmission 100 isprovided depicting a clear view of the clutch actuator housing 202, theintegrated actuator housing 112, in the TCM 114. The exampletransmission 100 further includes a number of couplings 502 between themain housing 102 and a rear housing 108, and a number of couplings 504between the main housing 102 and the clutch housing 104. In certainembodiments the selection of housing elements (102, 104, 108) thatincludes the driveline portions of the transmission 100 may be distinctfrom the selection of housing elements (102, 104, 108) as depicted inFIG. 5. For example, certain housing elements may be combined, divided,and/or provided at distinct separation points from those depicted inFIG. 5. Several considerations that may be included in determining theselection of housing elements include the strength of materials utilizedin manufacturing housings, the power throughput of the transmission 100,the torque (maximum and/or transient) throughput of the transmission100, manufacturability considerations (including at least positioningthe housing and devices within the housing during manufacture, materialsselected for the housing, and/or manufacturing cost and repeatabilityconsiderations), and the cost and/or reliability concerns associatedwith each housing interface (for example the interface 506 between themain housing 102 and the rear housing 108).

Referencing FIG. 6, another view of an example transmission 100 isprovided depicting a clear view of the PTO interface 410. The examplePTO interface 410 is an 8 bolt interface provided on a lower side of thetransmission 100. Referencing FIG. 7 a schematic view of a transmissionhousing 700 is depicted. The housing 700 includes an actuator engagementopening 702 positioned at the top of the transmission. The actuatorengagement opening 702 is sized to accommodate attachment of theintegrated actuator housing 112, and to allow actuation elements to bepositioned into the transmission 100. The position, size, shape, andother elements of an actuator engagement opening 702, where present, maybe selected according to the particular features of actuators for thesystem. The example transmission 100, actuator engagement opening 702,and integrated actuator housing 112, are readily accessible with accessto the top of the transmission 100, and can be installed, serviced,maintained, or otherwise accessed or manipulated without removal of thetransmission 100 from the application or vehicle, and/or withoutdisassembly of the transmission 100. The example housing 700 furtherincludes a clutch actuator engagement opening 704, sized to accommodateattachment of the clutch housing portion of the integrated actuatorhousing 112, and to allow the clutch actuator to be positioned into thetransmission 100. In the example housing 700, shift actuators (notshown) are positioned into the transmission 100 through the actuatorengagement opening 702, and a clutch actuator is positioned into thetransmission 100 through the clutch actuator engagement opening 704, andit can be seen that a single step installation of the integratedactuator housing 112 provides an insulation of all primary actuators forthe transmission 100, as well as providing a convenient single locationfor access to all primary actuators.

Referencing FIG. 8, an example transmission 100 is depictedschematically in a cutaway view. The cutaway plane in the example ofFIG. 8 is a vertical plane through the transmission 100. The exampletransmission 100 is capable of providing power throughput from a primemover interfacing with the clutch 106 to the input shaft 204, from theinput shaft 204 to a first main shaft portion 804, to a second mainshaft portion 806 operationally coupled to the first main shaft portion804, and from the second main shaft portion 806 to the output shaftassembly 110. Example transmission 100 is operable to adjust torquemultiplication ratios throughout the transmission, to engage anddisengage the clutch 106 from the prime mover (not shown), and/or toposition the transmission 100 into a neutral position wherein, even ifthe clutch 106 is engaged to the prime mover, torque is not transmittedfrom the clutch 106 to the output shaft assembly 110.

With further reference to FIG. 8, a clutch engagement yoke 808 isdepicted in a first position 808A consistent with, in certainembodiments, the clutch 106 being engaged with the prime mover (i.e. theclutch 106 in a forward position). For purposes of clarity of thedescription, the clutch engagement yoke 808 is simultaneously depictedin a second position 808B consistent with, in certain embodiments, theclutch 106 being disengaged with the prime mover (i.e. the clutch 106 ina withdrawn position). The example clutch engagement yoke 808 isoperationally coupled at a first end to a clutch actuator, which in theexample of FIG. 8 engages the clutch engagement yoke at the upper end ofthe clutch engagement yoke 808. The example clutch engagement yoke 808is fixed at a second end, providing a pivot point for the clutchengagement yoke 808 to move between the first position 808A and thesecond position 808B. A clutch engagement yoke 808 of the example inFIG. 8 enables convenient actuation of the clutch 106 with a linearactuator, however in certain embodiments of the present disclosure anytype of clutch actuation may be utilized, including a concentric clutchactuator (not shown) and/or another type of linear clutch actuationdevice.

The example transmission 100 further includes an input shaft gear 810selectively coupled to the input shaft 204. The inclusion of the inputshaft gear 810, where present, allows for additional distinct gearratios provided by the input shaft 204, for example a gear ratio wheretorque is transmitted to the input shaft gear 810, where torque istransmitted directly to the first main shaft portion 804 (e.g. with boththe input shaft 204 and the first main shaft portion 804 coupled to afirst forward gear 812). In certain embodiments, the shared firstforward gear 812 between the input shaft 204 and the first main shaftportion 804 may be termed a “splitter gear,” although any specificnaming convention for the first forward gear 812 is not limiting to thepresent disclosure.

The example transmission 100 further includes a number of gearsselectively coupled to the first main shaft portion 804. In the exampleof FIG. 8, the first forward gear 812, a second forward gear 814, andthird forward gear 816 are depicted, and a first reverse gear 818 isfurther shown. In the example, the first forward gear 812 is couplableto either of the input shaft 204 and/or the first main shaft portion804. When the input shaft 204 is coupled to the first forward gear 812and the first main shaft portion 804 is not, a gear ratio between theinput shaft 204 and the first main shaft portion 804 is provided. Whenthe input shaft 204 is coupled to the first forward gear 812 and thefirst main shaft portion 804 is also coupled to the first forward gear812, the input shaft 204 and first main shaft portion 804 turn at thesame angular speed. The number and selection of gears depends upon thedesired number of gear ratios from the transmission, and the depictednumber of gears is not limiting to the present disclosure.

The example transmission 100 further includes a planetary gear assembly820 that couples the second main shaft portion 806 to the output shaftassembly 110 through at least two selectable gear ratios between thesecond main shaft portion 806 and the output shaft assembly 110. Theexample transmission 100 further includes at least one countershaft, thecountershaft having an aligning gear with each of the gears coupleableto the input shaft 204 in the first main shaft portion 804. Thecountershaft(s) thereby selectively transmit power between the inputshaft 204 in the first main shaft portion 804, depending upon whichgears are rotationally fixed to the input shaft 204 and/or the firstmain shaft portion 804. Further details of the countershaft(s) aredescribed following, for example in the portion of the disclosurereferencing FIG. 9.

It can be seen that the transmission 100 in the example of FIG. 8provides for up to 12 forward gear ratios (2×3×2) and up to four reversegear ratios (2×1×2). A particular embodiment may include distinct geararrangements from those depicted, and/or may not use all available gearratios. In embodiments, an eighteen speed automatic truck transmissionmay be provided, such as by providing three forward gears, three maingears, and two planetary gears, referred to herein as athree-by-three-by-two architecture. Similarly, a twelve-speed automatictruck transmission can be provided by providing three forward gears, twomain gears, and two planetary gears, or other combinations.

Referencing FIG. 9, an example transmission 100 is depictedschematically in a cutaway view. The example of FIG. 9 depicts a cutawaythrough a plane intersecting to twin countershafts 902, 904. The examplecountershafts 902, 904 are positioned at 180° on each side of the firstmain shaft portion 804. In certain embodiments the transmission 100 mayinclude only a single countershaft, and/or more than two countershafts.The positioning and angle of the countershafts 902, 904 depicted in FIG.9 is a nonlimiting example, and the countershafts 902, 904 may beadjusted as desired for the application. Each of the examplecountershafts 902, 904 includes a gear layer 906 meshing with acorresponding gear on the input shaft 204 and/or the first main shaftportion 804 respectively. The example transmission 100 includes thegears 906 rotationally fixed to the countershafts 902, 904, with thecorresponding gears on the input shaft 204 and/or the first main shaftportion 804 being selectively rotationally fixed to the input shaft 204and/or the first main shaft portion 804. Additionally or alternatively,gears 906 may be selectively rotationally fixed to the countershafts902, 904, with one or more of the corresponding gears on the input shaft204 and/or the first main shaft portion 804 being rotationally fixed tothe input shaft 204 and/or the first main shaft portion 804. Thedescriptions of actuators for shifting presented herein utilize theconvention that the gears 906 are rotationally fixed to thecountershafts 902, 904, and changes to which gears are rotationallyfixed or selectively rotationally fixed would lead to correspondingchanges in actuation.

Example transmission 100 includes a first actuator 908, for example ashift fork, that moves (e.g., side to side and/or up or down) underactuation, to selectively rotationally couple the input shaft 204 to oneof the countershafts 902, 904, or to the first main shaft portion 804.The first actuator 908 interacts with a gear coupler 910, and in certainembodiments the gear coupler 910 includes a synchronizing component asunderstood in the art. The first actuator 908 is further operable toposition the gear coupler 910 into an intermediate position wherein theinput shaft 204 is rotationally decoupled from both the countershafts902, 904 and the first main shaft portion 804—for example placing thetransmission 100 into a neutral operating state. In certain embodimentsthe first actuator 908 is a portion of, and is controlled by anintegrated actuator assembly 1300 (e.g. reference FIG. 13) positionedwithin the integrated actuator housing 112.

Example transmission 100 further includes a second actuator 912 that,under actuation, such as moving side to side and/or up or down,selectively rotationally couples one of the first forward gear 812 andthe second forward gear 814 to the first main shaft portion 804, therebyrotationally coupling the countershafts 902, 904 to the first main shaftportion 804. The example transmission 100 further includes a thirdactuator 914 that, under actuation, selectively rotationally couples oneof the third forward gear 816 and the reverse gear 818 to the first mainshaft portion 804, thereby rotationally coupling countershafts 902, 904to the first main shaft portion 804. In certain embodiments, the secondactuator 912 in the third actuator 914 are operable to be positionedinto an intermediate position wherein the first main shaft portion 804is rotationally decoupled from both the countershafts 902, 904—forexample placing the transmission 100 into a neutral operating state. Incertain embodiments, at least one of the second actuator 912 and thethird actuator 914 are positioned into the intermediate position at anygiven time, preventing coupling of the countershafts 902, 904 to thefirst main shaft portion 804 at two different speed ratiossimultaneously. In certain embodiments the second actuator 912 and thethird actuator 914 are portions of or are integrated with, and arecontrolled by, the integrated actuator assembly 1300 positioned withinthe integrated actuator housing 112.

In the example transmission 100, the second actuator 912 interacts witha second gear coupler 916, and the third actuator 914 interacts with athird gear coupler 918, where each of the second and third gear couplers916, 918 may include a synchronizing component. According to thearrangement depicted in FIG. 9, the first, second, and third actuators908, 912, 914 are operable to provide a number of distinct forward gearoptions, reflecting different combinations of gear ratios (e.g., six,twelve, or eighteen gears), and a number (e.g., two) of distinct reversegear ratios. The planetary gear assembly 820 may include a clutch (suchas a sliding clutch 920) configured to position the planetary gearassembly 820 and provide two distinct ratios between the second mainshaft portion 806, and the output shaft assembly 110. Therefore,according to the arrangement depicted in FIG. 9, the transmission 100 isoperable to provide twelve distinct forward gear ratios, and fourdistinct reverse gear ratios. In certain embodiments, one or more of theavailable gear ratios may not be utilized, and a selection of the numberof forward gears, number of reverse gears, and number of actuators maybe distinct from the arrangement depicted in FIG. 9.

The example transmission 100 provides for a direct drive arrangement,for example where the first actuator 908 couples the input shaft 204 tothe first main shaft portion 804 (gear coupler 910 to the right in theorientation depicted in FIG. 9), and where the second actuator 912couples the first main shaft portion 804 the first forward gear. Directdrive operation transfers power through the planetary gear assembly 820,with the sliding clutch 920 providing either gear reduction (e.g.sliding clutch 920 positioned to the right in the orientation depictedin FIG. 9) or full direct drive of the transmission 100 (e.g. slidingclutch 920 positioned to the left in the orientation depicted in FIG.9). In certain embodiments, direct drive may be a “highest” gear ratioof the transmission 100, and/or the transmission may include one or moreoverdrive gears. The determination of the number of gears, how manygears are forward and/or reverse, and the ratios of each gear, includingwhether and how many overdrive gears may be present, and how many gearratio combinations are selectable, are configurable features that dependupon desired response characteristics for a particular application. Anexample transmission 100 includes the integrated actuator assembly 1300operably coupled to the sliding clutch 920, for example with a shiftfork (not shown) mounted on a shift rail.

The example transmission 100 depicts the PTO interface 410 positioned inproximity to the lower countershaft 904. In certain embodiments, thetransmission 100 includes a main housing 102 where the main housing 102is made of aluminum, and/or is a cast component. It will be understoodthat material constraints and component stress management indicate thatcertain features of an aluminum housing will be larger, thicker, orotherwise modified relative to a steel housing. For example bolt bossesof the PTO interface 410 can be deeper and project further into the mainhousing 102 for a PTO interface 410 designed in an aluminum housingrelative to a similar installation designed in a steel housing. Castcomponents, in certain embodiments and depending upon casting processused, impose certain constraints upon component design. For example, forcertain casting processes it can be beneficial to constrain a componentto have a monotonically increasing outer profile or housing shape.Example transmission 100 includes gear ratio and sizing selections, aswell as selection of the PTO interface 410 position, such that a gear ofthe lower countershaft 904 having a greatest radial extent from acenterline the gear train is positioned in proximity to the PTOinterface 410. An example transmission 100 includes the PTO deviceaccessing the transmission 100 at the PTO interface 410 being powered bythe first forward gear 812 (e.g. the splitter gear) through thecorresponding countershaft gear.

In certain embodiments, the transmission 100 allows for engagement of aPTO device (not shown) directly with a gear engaging in lowercountershaft 904, without having to use in idler gear or similarmechanical configuration to extend power transfer from the lowercountershaft 904. It can also be seen that the example transmission 100includes a geometric profile of the gears in the gear train, such thatan easily castable main housing 102 can be positioned over the gearsafter the gear train is assembled, and/or the gear train can beassembled into the main housing 102 in a straightforward manner.Further, it can be seen that the example transmission 100 includesprovisioning for bolt bosses of the PTO interface 410, even where deeperbolt bosses are provided, such as an application having an aluminum mainhousing 102.

Example transmission 100 further includes a controllable braking device922 selectively coupleable to at least one of the countershafts 902,904. In the example depicted in FIG. 9, the braking device 922 isselectively coupleable to the lower countershaft 904, however a brakingdevice 922 may be coupleable to either countershaft 902, 904, and/ormore than one braking device may be present in coupleable to eachcountershaft present. The braking device 922 provides capability to slowthe countershaft and/or driveline, to stop the countershaft and/ordriveline, and/or to provide stationary hold capability to thedriveline. An example braking device 922 includes a braking deviceactuator 924 (a pneumatic input in the example of FIG. 9) which may becontrollable pneumatically by an integrated actuator assembly 1300positioned in the integrated actuator housing 112. Additionally oralternatively, any other actuating means and controller is contemplatedherein, including at least an electrical and/or hydraulically operatedactuator, and/or any other driveline braking device, is furthercontemplated herein. Additionally or alternatively, any other type ofbraking device may be included within the transmission 100 and/orpositioned upstream or downstream of the transmission 100, for example ahydraulic retarder and/or an electric braking device (not shown), whichmay be controllable by an actuator in the integrated actuator assembly1300 positioned in the integrated actuator housing 112, by the TCM 114,and/or by another control device in the system (not shown).

The example transmission 100 includes the output shaft assembly 110. Theexample output shaft assembly 110 includes an output shaft 926, whereinthe output shaft is rotationally coupled to the planetary gear assembly820. The output shaft assembly 110 further includes a driveline adapter928 coupled to the output shaft 926, and configured to engage adownstream device (not shown) in the driveline. The driveline adapter928 may be any type of device known in the art, and the specificdepiction of the driveline adapter 928 is nonlimiting. The selection ofa driveline adapter 928 will depend in part on the application, the typeof downstream device, and other considerations known in the art.

Referencing FIG. 10, an example transmission 100 is depictedschematically in a cutaway view. The cutaway plane and the example ofFIG. 10 is a plane intersecting a clutch actuator 1002 in the driveline(e.g. including the input shaft four, the first and second main shaftportions 804, 806, in the output shaft assembly 110). The depiction inFIG. 10 illustrates the clutch engagement yoke 808 in both the firstposition 808A in the second position 808B. The example transmission 100includes a linear clutch actuator 1002, positioned within the clutchactuator housing 202 and extending to the clutch engagement yoke 808. Inthe example of FIG. 10, the clutch actuator 1002 is pneumaticallyoperated and applies a pushing force to the clutch engagement yoke 808,and returns a retracted position in response to force from the clutchengagement yoke 808. Example clutch actuator 1002 provides a normallyengaged clutch 106, such that if the clutch actuator 1002 is notactively engaging the clutch engagement yoke 808, the clutch 106 extendsand engages. The example clutch actuator 1002 is a pneumatic, linearclutch actuator (LCA), that pushes to engage, however any type of clutchactuator is contemplated herein, for example and without limitation apull to engage actuator (e.g. utilizing a catapult or other mechanicalarrangement), hydraulic and/or electrical actuation, and/or engagingwith a normally engaged or normally disengaged clutch 106. In certainembodiments, the clutch actuator 1002 includes a near zero dead airvolume in the retracted position. Example support features to maintainnear zero dead air volume for the clutch actuator 1002 are described asfollows. In certain embodiments, the utilization of a linear actuator,the inclusion of a near zero dead air volume, and the positioning of theclutch actuator housing 202 as a part of the integrated actuator housing112 support various enhancements of one or more of accessibility to theclutch actuator housing 202, accessibility to the clutch actuator 1002,improvements to the control and/or repeatability of clutch actuation,reduction of points of failure, and/or diagnosing or determining theprecise position of the clutch face 306 (including as the clutch 106wears over time). In certain embodiments, a near zero dead air volumeincludes a volume 1004 behind the clutch actuator 1002 on a supply side,wherein the volume 1004 is small enough such that provided airimmediately begins putting an actuation force onto the clutch actuator1002, and/or such that a consistent initial air volume each times beginsa consistent movement on the clutch actuator 1002. Example air volumesthat are near zero include, without limitation, the clutch actuator 1002positioned against an air feed tube (e.g. as depicted in the example ofFIG. 10), a volume small enough such that clutch actuation begins afterapplication of supply pressure within a selected response time (e.g. 5msec, 10 msec, 20 msec, 40 msec, 100 msec, and/or 200 msec), and/or avolume less than a specified volume difference behind the clutchactuator 1002 on the feed side between the clutch actuator 1002 in acurrent rest position and the clutch actuator 1002 in a predeterminedrest position (e.g. fully positioned against a stop), where thespecified volume is approximately zero, less than 0.1 cc, less than 0.5cc, and/or less than 1 cc. The provided examples for a near zero volumeare illustrative and not limiting. One of skill in the art, having thebenefit of the present disclosure and information ordinarily availablewhen contemplating a particular embodiment, can readily determine a nearzero volume for a contemplated application. Certain considerations todetermine a near zero dead air volume include, without limitation, thepressure and/or rate of supplied actuation air, the desired responsetime for the clutch actuator 1002, computing resources available on theTCM 114 or elsewhere in the system, and/or the physical responsivenessof the clutch actuator 1002 to supplied air.

The example transmission 100 depicted in FIG. 10 includes a first ballbearing 1102 positioned in the clutch housing 104 (and/or pressed intothe clutch housing 104) and coupled to the input shaft 204, a secondball bearing 1104 positioned in the main housing 102 (and/or pressedinto the main housing 102) and coupled to the second main shaft portion806, and a third ball bearing 1106 positioned in front of the planetarygear assembly 820 and coupled to the second main shaft portion 806.Additionally or alternatively, the example transmission 100 includes afourth ball bearing 1109 positioned at an interface between the rearhousing 108 and the output shaft assembly 110 (e.g. pressed into therear housing 108), and coupled to the output shaft 926. An exampletransmission 100 further includes a release bearing 1118 coupled to theclutch 106 and providing a portion of an assembly between the clutchengagement yoke 808 and a clutch assembly to provide for release of theclutch 106 in response to actuation of the clutch engagement yoke 808.

Referencing FIG. 11, certain elements of an example housing assembly1100 are depicted schematically and in exploded view. The examplehousing assembly 1100 depicts the clutch housing 104, the main housing102, and the rear housing 108. Example housing assembly 1100 includesthe first ball bearing 1102 positioned in the clutch housing 104 andengaging the input shaft 204, the second ball bearing 1104 positioned inthe main housing 102 and engaging the second main shaft portion 806, andthe fourth ball bearing 1109 positioned in the rear housing 108 andengaging the output shaft 926 at an interface between the rear housing108 and the output shaft assembly 110. The ball bearings 1102, 1104, and1109 provide for robust alignment of the transmission driveline, forexample to ensure alignment with upstream and downstream drivelinecomponents. Additionally or alternatively, the ball bearings 1102, 1104,and 1109 are pressed into respective housing elements to provide forease of manufacture and/or assembly of the transmission 100. The numberand arrangement of ball bearings in a particular transmission 100 is adesign choice, and any provided number and arrangement of ball bearingsis contemplated herein.

The example housing assembly 1100 further includes a number of rollerbearings 1108, which may be pressed into respective housing elements, inthe example a roller bearing engages each end of the countershafts 902,904. In a further example, a forward end of the countershafts 902, 904each engages one of the roller bearings 1108 at an interface between theclutch housing 104 and the main housing 102, and a rearward end of thecountershafts 902, 904 each engages one of the roller bearings 1108 atan interface between the main housing 102 in the rear housing 108. Thetype, number, and location of bearings engaging the countershafts 902,904 are design choices, and any provided number, type, and location ofbearings are contemplated herein.

In embodiments, one or more bearings, including for various gears of thetransmission, may be configured to reduce or cancel thrust loads thatoccur when the drive shaft for the vehicle is engaged.

Example housing assembly 1100 further includes a cover plate 1110 forthe PTO interface 410, and associated fasteners 1112 (e.g. bolts in theexample housing assembly 1100). A cover plate 1110 may be utilized wherea PTO device does not engage PTO interface 410, such as where no PTOdevice is present and/or where a PTO device engages a transmission froma rear location or other location. In certain embodiments, for examplewhere transmission 100 does not include the PTO interface 410, the coverplate 1110 may be omitted. Additionally or alternatively, thetransmission 100 included in a system planned to have a PTO deviceengaging the PTO interface 410 may likewise omit the cover plate 1110,and/or include a cover plate 1110 that is removed by an originalequipment manufacturer (OEM) or other installer of a PTO device.

The example housing assembly 1100 further includes a bearing cover 1114,where the bearing cover 1114 protects and retains the fourth ballbearing 1109. Additionally, in certain embodiments, the example housingassembly 1100 further includes a seal 1116, for example to retainlubricating oil for the output shaft 926 and/or the fourth ball bearing1109 within the transmission 100. The presence and type of seal 1116depend upon the characteristics and type of lubrication system, and maybe of any type.

Referencing FIG. 12, an exploded view 1200 of portions of an open clutchhousing 104 consistent with certain embodiments of the presentdisclosure is schematically depicted. The view 1200 depicts a firstcover 1202 corresponding to, in the example, the upper countershaft 902.The view 1200 further depicts a first cover seal 1204, wherein the firstcover seal 1204 provides for sealing between the first cover 1202 andthe clutch housing 104. The view 1200 further depicts a braking device922 in exploded view. The example braking device 922 includes a brakingdisc assembly 1206. The example braking device 922 includes a brakingdevice actuator 924 depicted as a portion thereof. The example brakingdevice actuator 924 includes a braking piston 1208, piston seals 1210, apiston wear ring 1212, and a braking cover seal 1214. The examplebraking cover seal 1214 includes an actuation control input 1216, forexample a pneumatic port coupled to the integrated actuator assembly1300 positioned in the integrated actuator housing 112, such as throughan air tubing 1226. Any type of actuation coupling, and/or control arecontemplated herein, including at least hydraulic and/or electricalactuation. In certain embodiments, the piston seals 1210 and pistonwearing 1212 are positioned in grooves 1218 provided along a bore of thebraking piston 1208. The view 1200 further depicts a second cover seal1220 and a third cover seal 1222, as well as a braking cover adapter1224. In the example of the view 1200, the second cover seal 1220provides sealing between the braking cover adapter 1224 and the clutchhousing 104, and the third cover seal 1222 provides sealing between thebraking cover adapter 1224 and the braking cover seal 1214.

Referencing FIG. 13, an example integrated actuator assembly 1300includes an integrated actuator housing 112 and a clutch actuatorhousing 202. The example integrated actuator assembly 1300 depicts anexample first actuator 908 operationally coupled to a first shift rail1302 (e.g. a pneumatic rail), an example second actuator 912 coupled toa second shift rail 1304, and an example third actuator 914 coupled to athird shift rail 1306. The shape, position, and shift rail positions ofthe actuators 908, 912, 914 are selectable to meet the geometry,actuation force requirements, and the like of a particular application.The example integrated actuator assembly 1300 further includes theclutch actuator 1002 positioned in the clutch actuator housing 202 andoperationally coupled to the integrated actuator assembly 1300. The TCM114 is depicted as mounted on the integrated actuator assembly 1300,although the TCM 114 may be positioned elsewhere in a particulartransmission 100. A seal 1308 is provided between the integratedactuator housing 112 and the TCM 114 in the example arrangement.Additional actuation engagement points 1310, 1312 are provided, forexample to operationally couple the sliding clutch 920 and/or theactuator control input 1216 to the integrated actuator assembly 1300.The position and arrangement of additional actuation engagement points1310 are non-limiting and may be arranged in any manner. The arrangementdepicted in FIG. 13 allows for centralized actuation of active elementsof a transmission 100, while allowing ready access to all actuators forinstallation, service, maintenance, or other purposes.

Referencing FIG. 14, a topside view of the integrated actuator assembly1300 is provided. The integrated actuator assembly 1300 depicts a TCMcover 1402, which protects and engages the TCM 114 to the integratedactuator housing 112. A connector 1404 is depicted between the TCM 114and the integrated actuator housing, with a TCM connector seal 1406 alsoprovided. The arrangement and engagement of the TCM 114 is anon-limiting example. Referencing FIG. 15, another view of the exampleintegrated actuator assembly 1300 is shown to provide another angle toview details of the assembly. In certain embodiments, all shift rails1302, 1304, 1306, the clutch actuator 1002, and the additional actuationengagement points 1310, 1312 are operated from a single power sourcecoupled to the transmission 100 from the surrounding system orapplication, and in a further example coupled to a single air powersource. The selection of a power source, including the power source type(e.g. pneumatic, electrical, and/or hydraulic) as well as the number ofpower sources, may be distinct from those depicted in the example. Incertain embodiments, additional shift rails and/or actuators may bepresent, for example to provide for additional gear shifting operationsand/or to actuate other devices.

Referencing FIG. 16, an example lubrication pump assembly 1600 isdepicted. The example lubrication pump assembly 1600 is positionedin-line within the transmission rear housing 108 and against theinterface to the main housing 102. The lubrication pump assembly 1600defines a first hole 1602 therein to accommodate the main drivelinepassing therethrough, a second hole 1604 therein to accommodate acountershaft (the upper countershaft 902 in the example), and includes acountershaft interface assembly 1606 that engages one of thecountershafts (the lower countershaft 904 in the example). Thelubrication pump assembly draws from an oil sump 1608 at the bottom ofthe transmission 100. In the example transmission 100, the oil sump 1608is a dry sump—for example the gears and rotating portions of thetransmission do not rotate within the oil in the sump. One of skill inthe art will recognize that maintaining a dry sump reduces the losses inrotating elements, as they are rotating in air rather than a viscousfluid, but increases the challenges in ensuring that moving parts withinthe transmission maintain proper lubrication. Oil may drain to the sump1608 and be drawn from the sump by the lubrication pump assembly 1600.In certain embodiments, the sump 1608 is positioned in the rear housing108, but may be positioned in the main housing 102 (e.g. with thelubrication pump assembly 1600 positioned within the main housing,and/or fluidly coupled to the main housing), and/or both housings 108,102, for example with a fluid connection between the housings 108, 102.

Referencing FIG. 17, an example lubrication pump assembly 1600 isdepicted in exploded view. The example lubrication pump assembly 1600includes a lubrication pump housing 1702 that couples the lubricationpump assembly 1600 to the transmission 100, and provides structure andcertain flow passages to the lubrication pump assembly. The examplelubrication pump assembly 1600 further includes a pump element 1704, inthe example provided as a gear pump, and a relief valve provided as acheck ball 1706, a biasing member 1708, and a plug 1710 retaining therelief valve. The lubrication pump assembly 1600 further includes adriving element 1712 that couples the pump element 1704 to the engagedcountershaft. Additionally, the example lubrication pump assembly 1600includes a spacer 1714 and a lubrication driveline seal 1716. Theexample lubrication pump includes an oil pickup screen 1718 and a screenretainer 1720. The arrangement of the example lubrication pump assembly1600 provides for an active lubrication system driven from acountershaft, which operates from a dry sump and includes pressurerelief. The arrangement, position, pump type, and other aspects of theexample lubrication pump assembly 1600 are non-limiting examples.

Referencing FIG. 18, an example transmission 100 is depicted. Theexample transmission 100 includes lubrication tubes provided thereinthat route lubrication from the lubrication pump assembly 1600 to movingparts within the transmission 100. The first lubrication tube 1802 isdepicted schematically to provide a reference for the approximateposition within the transmission 100 where a first lubrication tube 1802is positioned. The second lubrication tube 1804 is depictedschematically to provide a reference for the approximate position withinthe transmission 100 where a second lubrication tube 1804 is positioned.The actual shape, position, and routing of any lubrication tubes 1802,1804 within a given transmission will depend upon the location andarrangement of the lubrication pump assembly 1600, the parts to belubricated, the shape and size of the transmission housing elements, andthe like. Accordingly, the first lubrication tube 1802 and secondlubrication tube 1804 depicted herein are non-limiting examples oflubrication tube arrangements.

Referencing FIG. 19, the first lubrication tube 1802 is depicted in atop view and in a bottom view (reference FIG. 20). Referencing FIG. 21,a second lubrication tube 1804 is depicted in a side view and a top view(reference FIG. 22). The lubrication tubes 1802, 1804 provide forlubrication to all bearings, sleeves, and other elements of thetransmission 100 requiring lubrication, and contribute to a lubricationsystem having a centralized lubrication pump assembly 1600 with shortlubrication runs, no external hoses to support the lubrication system,and low lubrication pump losses.

Referencing FIG. 23, an example main driveline assembly 2102 is depictedschematically, with an angled cutaway view to illustrate certainportions of the main driveline. The main driveline assembly 2102includes the input shaft 204, the first mainshaft portion 804, thesecond mainshaft portion 806, and the output shaft 926. The maindriveline assembly 2102 further includes an upper countershaft 902 and alower countershaft 904. In the example of FIG. 23, the lowercountershaft 904 engages a braking device (e.g. reference FIG. 12) at aforward end, and a lubrication pump device (e.g. reference FIGS. 16 and17) at a second end. The main driveline assembly 2102 further includesthe planetary gear assembly 820 and the driveline adapter 928. Theexample main driveline assembly 2102 includes helical gears on the mainpower transfer path—for example on the countershaft, input shaft, andfirst mainshaft portion gears.

Referencing FIG. 24, an example main driveline assembly 2102 is depictedschematically, with no cutaway on the assembly. The planetary gearassembly 820 in the example includes a ring gear 2202 coupled to theoutput shaft 926. The sliding clutch 920 engages a sun gear withplanetary gears, changing the gear ratio of the planetary gear assembly820. Additionally in the view of FIG. 24, an idler gear 2204 couples oneor both countershafts 902, 904 to the reverse gear 818. The maindriveline assembly 2102 as depicted in FIGS. 23 and 24 is a non-limitingillustration of an example driveline assembly, and other arrangementsare contemplated herein. It can be seen in the example arrangement ofFIGS. 21 and 22 that torque transfer throughout the transmission 100occurs across helical gears, is shared between two countershaftsreducing the torque loads on each countershaft, and provides for aprojecting gear 2206 that extends radially outward at a greater extentfrom the countershaft 904 to facilitate radial engagement of PTO device.The example arrangement can be seen to be readily manufacturable withina cast housing. Additional features and/or benefits of an example maindriveline assembly 2102 are described throughout the presentspecification. A given embodiment may have certain ones of the examplefeatures and benefits. Referencing FIG. 25, an example main drivelineassembly 2102 is depicted schematically in a cutaway view. In certainembodiments, the main driveline assembly 2102 is consistent with otherdepictions of an example transmission, and the view of FIG. 25 providesa different view of the main driveline assembly 2102 to furtherilluminate example details.

Referencing FIG. 26, an example input shaft assembly 2400 is depicted incutaway view. The example input shaft assembly 2400 includes a snap ring2402 that retains the first ball bearing 1102. The example input shaftassembly 2400 further depicts a first synchronizer ring 2404 thatengages an input shaft gear 810, and a second synchronizer ring 2406that engages a first forward gear 812. It can be seen in the example ofFIG. 26 that engagement with the input shaft gear 810 rotationallycouples the input shaft 204 to the countershafts 902, 904, andengagement with the first forward gear 812 couples the input shaft 204to the first mainshaft portion 804 (e.g. when the first main shaftportion 804 is also coupled to the first forward gear 812) and/or thecountershafts (e.g. when the first mainshaft portion 804 is notrotationally coupled to the first forward gear 812). The example inputshaft assembly 2400 further includes a thrust bearing 2408, a thrustbearing washer 2410, and a roller needle bearing 2412. The example inputshaft assembly 2400 does not include any taper bearings.

Referencing FIG. 27, a close up view of an example first actuator 908assembly 2500 is depicted schematically. The example assembly 2500includes a synchronizer roller 2502 and the first and secondsynchronizer rings 2404, 2406. A synchronizer biasing member 2504 andsynchronizer plunger 2506 position the synchronizer roller 2502 relativeto the first actuator 908, while allowing flexibility during movementcaused by shifting operations.

Referencing FIG. 28, an example first end 2600 of the input shaft 204 isdepicted, which in the example of FIG. 28 is the end of the input shaft204 positioned toward the prime mover. The example end 2600 includes ajournal bearing 2602, with a coiled pin 2604 or similar fastener and asnap ring 2606 cooperating to ensure a desired position of the journalbearing 2602 is maintained. The example features of the input shaft 204are a non-limiting example, and other configurations at the first end2600 of the input shaft are contemplated herein. The outer surface 2608of at least a portion of the input shaft 204 is splined, for example torotationally engage the clutch 106 to the input shaft, therebytransferring torque from a prime mover output (e.g. a flywheel) to theinput shaft 204.

Referencing FIG. 29, an example first main shaft portion assembly 2700is depicted. In certain embodiments, the first main shaft portion 804may be termed “the main shaft,” the second main shaft portion 806 may betermed a “sun gear shaft” or similar term, and the output shaft assembly110 including the output shaft 926 and driveline adapter 928 may betermed collectively the “output shaft.” The naming convention utilizedfor parts in the transmission 100 is not limiting to the presentdisclosure, and any naming of parts performing various functionsdescribed herein is contemplated within the present disclosure. Theexample first main shaft portion assembly 2700 includes a seal 2702,which may be a cup seal, positioned within the first main shaft portion804 to at least partially seal lubricating oil in the first main shaftportion 804. The example first main shaft portion assembly 2700 furtherincludes the gears 812, 814, 816, 818 selectively coupled to the mainshaft portion 804. The naming of gears herein—for example the firstforward gear 812, is not related to the “gear” the transmission 100 isoperating in—for example “first gear.” The gear the transmission 100operates in is determined by design according to the desired finaloutput ratios of the transmission 100, and the transmission 100operating in first gear may imply a number of gear connections withinthe transmission 100 to provide the implementation of an operational“first gear” for a vehicle or other application. Typically, gearprogression occurs from a first gear to a highest gear, with the firstgear providing the highest torque amplification (e.g. prime mover torquemultiplied by the total gear ratio experienced at the output shaft 926,and/or further adjusted downstream of the transmission 100 before theload, such as at a rear axle), and the highest gear providing the lowesttorque amplification (including an “amplification” ratio less than 1:1,for example in an overdrive gear). Any arrangement of gears and gearprogressions are contemplated herein, and not limiting to the presentdisclosure. In certain embodiments, the transmission 100 operates indirect drive (e.g. all shafts 204, 804, 926 spinning at the same speed)and/or in partial direct drive operation (e.g. shafts 204, 804 spinningat the same speed, and shaft 926 having gear reduction from theplanetary gear assembly 820).

The example first main shaft portion assembly 2700 further includes amainshaft key 2704, which may be utilized, for example, to ensurealignment and/or positioning of the first main shaft portion 804. Anexample first main shaft portion assembly 2700 further includes a mainshaft thrust bearing 2706 configured to accept thrust loads on the firstmain shaft portion 804, and a race bearing 2708 configured to acceptradial loads on the first main shaft portion 804. In certainembodiments, the first main shaft portion assembly 2700 does not includeany taper bearings. An example first main shaft portion assembly 2700includes a main shaft snap ring 2710 and a thrust washer 2712, whichcooperate to retain the bearings 2706 and 2708. The second actuator 912and third actuator 914 (sliding clutches in the example of FIG. 29) areoperated by shift forks from the integrated actuator assembly 1300 toprovide for gear selection on the first main shaft portion 804. Theexample first main shaft portion assembly 2700 further includes asynchronizer flange 2714 utilized, in certain embodiments, to couple theinput shaft 204 with the first forward gear 812 and/or first main shaftportion 804.

Referencing FIG. 30, an example countershaft 904, the lower countershaftin certain examples of the transmission 100, is depicted in a detailedview. The example countershaft 904 includes the gears 906 that arerotationally fixed, in certain embodiments, to the countershaft 904, andthat mesh with the gears of the first main shaft portion 804 and/orinput shaft 204. The example countershaft 904 includes a firstengagement feature 2802 at a first end for interfacing with a frictionbrake. In certain embodiments, the friction brake may be termed an“inertia brake,” “inertial brake,” or the like, although the presentdisclosure is not limiting to any terminology or type of brake exceptwhere context specifically indicates. The friction brake may be any typeof braking mechanism known in the art, including at least anelectro-magnetic brake and/or a hydraulic brake, and may include anybraking actuation understood in the art. Additionally or alternatively,any brake may engage the lower countershaft 904, the upper countershaft902, or both. Where a different number of countershafts 902, 904 thantwo countershafts are present, any one or more of the countershafts maybe engagable by a brake.

The example countershaft 902 further includes a second engagementfeature 2804 configured to interface with a lubrication pump assembly1600, for example by a driving element 1712 that keys in to a slot ornotch on the countershaft 902. Any other engagement mechanism between atleast one of the countershafts 902, 904 is contemplated herein,including a friction contact and/or clutch, a belt or chain driving apump, and/or any other device known in the art.

The example countershaft 902 further includes a roller bearing 1108positioned at each respective end of the countershaft 902. ReferencingFIG. 31, a close-up detail of example roller bearings 1108 is depicted,with the first end roller bearing 1108 depicted in FIG. 31, and thesecond end roller bearing 1108 depicted in FIG. 32. The example rollerbearing details in FIGS. 31 and 32 depict NUP style cylindrical rollerbearings (e.g. having an integral collar in inner race, and a loosecollar mounted to the inner race), although any type of cylindricalroller bearing may also be utilized, and in certain embodiments adifferent type of bearing altogether (e.g. a journal bearing, needlebearing, or other type of bearing) may be utilized depending upon theexpected loads, required service life, and other aspects of a particularsystem. The example countershaft 902 further includes a countershaftsnap ring 2902 positioned and configured to retain each respectivebearing 1108, and one or more countershaft thrust washers 2806 (two, inthe example of FIG. 30) positioned on each side of the first end rollerbearing 1108. The number and placement of countershaft thrust washers2806 are non-limiting, with certain embodiments optionally excluding oneor more countershaft thrust washers 2806, and/or including countershaftthrust washers 2806 associated with the second end roller bearing 1108according to the loads observed and/or expected in a given transmission100.

Referencing FIG. 33, an example countershaft 902 is depicted. In theexample of FIG. 33, the countershaft 902 corresponds to an uppercountershaft in certain embodiments of the transmission 100, and issubstantially similar to the lower countershaft 904 in several aspects.The example countershaft 902 does not include engagement features 2802,2804 for a friction brake and/or a lubrication pump assembly 1600. Incertain embodiments, the upper countershaft 902 may engage one or moreof the friction brake and/or lubrication pump assembly 1600, eitherinstead of or in addition to the engagement of the lower countershaft904.

Referencing FIG. 34, an example planetary gear assembly 820 is depictedin cutaway view. The example planetary gear assembly 820 includes thesecond main shaft portion 806 coupled to a sun gear 3102, and thesliding clutch 920 that locks up the sun gear 3102, such that the secondmain shaft portion 806 directly drives the output shaft 926 (e.g. thesliding clutch 920 in forward position in the example of FIG. 34). Inthe locked up position, the planetary gears 3106 revolve around the sungear 3102, without any rotation in one example. The sliding clutch 920selectively couples the sun gear 3102 to planetary gears 3106 (e.g. in arearward position), which additionally rotate within a ring gear 2202 inaddition to revolving, providing gear reduction between the second mainshaft portion 806 and the output shaft 926. The example planetary gearassembly 820 includes a synchronization flange 3108 to transfer rotationfrom the planetary gears 3106 about the drive axis to the output shaft926. The example planetary gear assembly 820 includes a fixed plate 3112grounded to transmission 100 enclosures (e.g. a rear housing 108) to fixsun gear 3102 rotation to the planetary gear 3106 rotations, althoughalternate arrangements for a planetary gear assembly 820 arecontemplated herein. In certain embodiments, the third ball bearing 1106and a thrust washer 3110 take thrust loads, where present. The alignmentof ball bearings 1102, 1104, 1106, 1109 for example two on the secondmain shaft portion 806, and one on the input shaft 204, where the inputshaft 204 further includes a ball bearing upstream on a prime moverengagement shaft (not shown—e.g. an engine crankshaft), enforcesalignment of the driveline through the transmission, allowing the firstmain shaft portion 804 to float radially while avoiding fulcrum effectsand the bearings and consequential additional loads on the transmissiongears. The example planetary gear assembly 820 depicts a needle bearing3118 positioned between the second main shaft portion 806 and the outputshaft 926, and a thrust washer 3114 positioned on the second main shaftportion 806 side of the needle bearing 3118. The described type andposition of bearings, thrust management devices, and the like, as wellas the retaining mechanisms for those devices (e.g. the contours of theinner geometry of the second main shaft portion 806 and the output shaft926 in the example of FIG. 34) are non-limiting examples, and anyarrangement understood in the art is contemplated herein. The examplesecond main shaft portion 806 further includes a lubrication tube 3116,having holes therein to provide lubrication flow to bearings in fluidcommunication with the second main shaft portion 806, and a closetolerance rather than a seal between the lubrication tube 3116 (and/orlubrication sleeve) and the second main shaft portion 806. Theutilization of a close tolerance rather than a seal, in certainembodiments, utilizes resulting leakage as a controlled feature of thelubrication system, reducing losses from both constrained lubricationflow paths and friction from a seal.

Referencing FIG. 35, a detail view of the sliding clutch 920 andportions of the planetary gear assembly 820 are shown in cutaway view.The sliding clutch 920 engages a planetary synchronizer 3202 in arearward position, coupling the sun gear 3102 to the planetary gears3106, for example through the fixed plate 3112, which rotate within thering gear 2202 and provide gear reduction to the output shaft 926. Thesliding clutch 920 in the forward position locks up the sun gear 3102rotation to the output shaft 926, providing for direct drive. In theexample of FIG. 35, the second main shaft portion 806 is splined to thefirst main shaft portion 804, although alternative arrangements arecontemplated in the present disclosure.

Referencing FIG. 36, a detail view of an example output synchronizationassembly 3300 is depicted. The output synchronization assembly 3300includes the synchronization flange 3108 coupled to the planetary gearassembly 820 to bodily rotate with the planetary gear assembly 820. Asthe planetary gears 3106 rotate within the ring gear 2202, gearreduction through the planetary gear assembly 820 is provided. As theplanetary gears 3106 are fixed to the ring gear 2202, direct drivethrough the planetary gear assembly 820 is provided. A snap ring (notshown) may be provided to retain planetary gear bearings 3302, and aneedle roller bearing 3304 may be provided between each planetary gearbearing 3302 and the respective planetary gear 3106. In the exampleoutput synchronization assembly 3300, a thrust washer 3306 is providedat each axial end of the planetary gear bearings 3302.

Referencing FIG. 37, a portion of an output shaft assembly 110 isdepicted in a combined cutaway and exploded view. The example outputshaft assembly 110 includes the driveline adapter 928 and a couplingfastener 3402 (e.g. threaded appropriately to maintain position and/orhaving a retainer plate 3404). The example output shaft assembly 110further includes the fourth ball bearing 1109 coupled to the outputshaft 926, and an O-ring 3406 (e.g. for sealing) and/or a thrust washer3408 coupled to the fourth ball bearing 1109. The example output shaftassembly 110 further includes a hub seal 3410 and a slinger assembly3412, for example to provide lubrication to the output shaft assemblyand/or the fourth ball bearing 1109.

Referencing FIG. 38, an example of a portion of planetary gear assembly820 is depicted in proximity to a rear housing 108. The planetary gearassembly 820 depicts the planetary gears 3106 rotating on planetary gearbearings 3302 and positioned between a front disc 3502 and a toothedrear disc 3504. Referencing FIG. 39, a shift rail 3506 (e.g.operationally coupled to one of the additional actuation engagementpoints 1310, 1312 of the integrated actuator assembly 1300) isoperationally coupled to a fourth actuator 3508 (e.g. a shift fork) thatoperates the sliding clutch 920 to selectively lock up the planetaryassembly 820 (providing direct drive) and/or to allow the planetarygears 3106 to rotate within the ring gear 2202 and provide gearreduction across the planetary assembly 820. The example planetary gearassembly 820 depicts a roll pin 3510 coupling the fourth actuator 3508to the shift rail 3506, although any coupling mechanism understood inthe art is contemplated herein.

Referencing FIG. 40, an example transmission 100 is depicted havingfeatures consistent with certain embodiments of the present disclosure.The example transmission includes the integrated actuator housing 112positioned at the top of the transmission 100, with the TCM 114 mountedthereupon. The transmission 100 includes a number of lift points 412positioned thereupon. The transmission 100 includes a single powerinterface 3702 for actuation, for example for a pneumatic input (e.g. anair input port 302) from a vehicle air supply or other source, which incertain embodiments provides for a single connection to power allshifting and clutch actuators on the transmission 100. The exampletransmission 100 further includes the output shaft assembly 110,configured for certain driveline arrangements, including a drivelineadapter 928 coupled to an output shaft with a retainer plate 3404 andcoupling fastener 3402. The example transmission includes a sensor port304 configured to provide access for a sensor, for example an outputshaft speed sensor, and a sensor access 3704 allowing for a sensor to bepositioned within the transmission 100, for example within the rearhousing 108 in proximity to a rotating component in the rear housing 108such as the output shaft 926. The example transmission 100 furtherincludes the clutch housing 104, optionally integrated with theintegrated actuator housing 112, and also mounted on the top of thetransmission 100 in the example of FIG. 40. The transmission 100 furtherincludes a second sensor access 3706, for example providing a locationto mount an oil pressure sensor 406. In one example, the oil pressuresensor 406 couples to a lubrication pump assembly 1600, providing readyaccess to determine oil pressure for the transmission 100. The exampletransmission 100 further depicts an 8-bolt PTO interface 410 at thebottom of the transmission 100. In certain embodiments, the transmission100 does not include a cooling system (not shown), or a coolinginterface, to a vehicle or application in which the transmission 100 isinstalled. Alternatively, an example transmission 100 includes a coolingsystem (not shown), which may be a contained coolings system (e.g.transmission 100 includes a radiator or other heat rejection device, andis not integrated with a cooling system outside the body of thetransmission 100), and/or an integrated cooling system utilizing coolingfluid, heat rejection, or other cooling support aspects of a vehicle orapplication. In certain embodiments, one or more housing elements 102,104, 108 are made of aluminum, and/or one or more housing elements aremade of cast aluminum. The example transmission 100 includes a minimalnumber of external hoses and/or lines dedicated for transmissionoperation, for example zero external hoses and/or lines, a singleexternal line provided as a sensor coupler 404, a single external linecoupling an oil sensor coupler (not shown) that couples an oil pressuresensor 406 to the TCM 114, and/or combinations of these.

It can be seen that the example transmission 100 depicted in FIG. 40provides an easily manipulable and integratable transmission 100, whichcan readily be positioned in a driveline with a minimal number ofconnections—for example a single power interface, a wiring harnessconnection at the electrical connectors 402, and may require no coolantor other fluid interfaces. In certain embodiments, the transmission 100is similarly sized to previously known and available transmissions forsimilar applications, and in certain embodiments the transmission issmaller or larger than previously known and available transmissions forsimilar applications. In certain embodiments, the transmission 100includes housing elements 102, 104, 108 that provide additional spacebeyond that required to accommodate the internal aspects of thetransmission (gears, shafts, actuators, lubrication system, etc.), forexample to match the transmission 100 to an expected integration sizeand/or to utilize one or more housing elements 102, 104, 108 in multipleconfigurations of the transmission 100 (e.g. to include additional gearlayers on the input shaft 204 and/or first main shaft portion 804). Themodular construction of the housing elements 102, 104, 108, gears,shafts, lubrication pump assembly 1300, and other aspects of thetransmission 100 similarly promote re-usability of certain aspects ofthe transmission 100 across multiple configurations, while other aspects(e.g. clutch housing 104, main housing 102, and/or rear housing 108) arereadily tailored to specific needs of a given application orconfiguration. The example transmission 100 further provides for readyaccess to components, such as the actuators and/or clutch bearings,which in previously known and available transmissions require morecomplex access to install, service, integrate, and/or maintain thosecomponents. In certain embodiments the transmission 100 is a high outputtransmission; additionally or alternatively, the transmission 100 is ahigh efficiency transmission.

The term high output, as utilized herein, is to be understood broadly.Non-limiting examples of a high output transmission include atransmission capable of operating at more than 400, 500, 600, 700, 800,900, 1000, 1100, 1200, 1300, 1400, 1500, 1600, 1700, 1800, 1900, 2000,2100, 2200, 2300, 2400, 2500, 2600, 2700, 2800, 2900, and/or more than3000 foot-pounds of input torque at a specified location (e.g. at aclutch face, input shaft, or other location in the transmission).Additional or alternative non-limiting examples include a transmissioncapable of providing power throughput of more than 200, 250, 300, 350,400, 450, 500, 550, 600, 650, 700, 1000, 1500, 2000, 2500, 3000, and/ormore than 5000 horsepower, wherein power throughput includes the powerprocessed by the transmission averaged over a period of time, such as 1second, 10 seconds, 30 seconds, 1 minute, 1 hour, and/or 1 day ofoperation. Non-limiting examples of a high output transmission include atransmission installed in an application that is a vehicle having agross vehicle weight exceeding 8500, 14,000, 16,000, 19,500, 26,000,33,000, up to 80,000, up to 110,000, and/or exceeding 110,000 pounds.Non-limiting examples of a high output transmission include atransmission installed in an application that is a vehicle of at leastClass 3, at least Class 4, at least Class 5, at least Class 6, at leastClass 7, and/or at least Class 8. One of skill in the art, having thebenefit of the disclosures herein, will understand that certain featuresof example transmissions in the present disclosure may be beneficial incertain demanding applications, while the same or other features ofexample transmissions may be beneficial in other demanding applications.Accordingly, any described features may be included or excluded fromcertain embodiments and be contemplated within the present disclosure.Additionally, described examples of a high output transmission arenon-limiting, and in certain embodiments a transmission may be a highoutput transmission for the purposes of one application, vehicle, powerrating, and/or torque rating, but not for the purposes of otherapplications, vehicles, power ratings, and/or torque ratings.

The term “high efficiency,” as used herein, is to be understood broadly.A high efficiency transmission is a transmission having a relativelyhigh output value and/or high benefit level, in response to a giveninput value and/or cost level. In certain embodiments, the high outputvalue (and/or benefit level) is higher than that ordinarily present inpreviously known transmissions, the given input level (and/or costlevel) is lower than ordinarily present in previously knowntransmissions, and/or a difference or ratio between the high outputvalue (and/or benefit level) and the given input level (and/or costlevel) is greater than that ordinarily present in previously knowntransmissions. In certain embodiments, the output value and/or the inputlevel are within ranges observed in previously known transmissions, butthe transmission is nevertheless a high efficiency transmission—forexample because the difference or ratio between the high output valueand the given input level is high, and/or because other benefits ofcertain embodiments of the present disclosure are additionally evidentin the example transmission. A “high output value” should be understoodto encompass a relatively high level of the benefit—for example a lowerweight transmission has a higher output value where the weight isconsidered as the output side of efficiency. A “low input value” shouldbe understood to encompass a relatively low cost or input amount—forexample a lower weight transmission has a lower cost value where theweight is considered as the input side of the efficiency. Example andnon-limiting output values include a transmission torque level (input,output, or overall gear ratio), a number of available gear ratios, anoise reduction amount, a power loss description, a reliability,durability and/or robustness value, ease of maintenance, quality ofservice, ease of integration, and/or ease of installation, aresponsiveness value (e.g. clutch engagement and/or shifting), aconsistency value (e.g. repeatability of operations, consistent driverfeel, high degree of matching to a previously known configuration),transmission induced down time values, and/or a service life value.Example and non-limiting input values include a transmission cost,transmission weight, transmission noise level, engineering design time,manufacturing ease and/or cost, installation and/or integration time(e.g. time for the installation, and/or engineering work to prepare theinstallation plan and/or configure other parts of a vehicle orapplication to accommodate the transmission), a total cost of ownershipvalue, scheduled maintenance values, average maintenance and/or repairvalues (e.g. time and/or cost), transmission induced down time values,and/or application constraints (e.g. torque or power limits—absolute,time averaged, and/or in certain gear configurations). The describedexamples of a high efficiency transmission are non-limiting examples,and any high efficiency descriptions known to one of skill in the art,having the benefit of the disclosures herein, are contemplated withinthe present disclosure. One of skill in the art, having the benefit ofthe disclosures herein and information ordinarily known about acontemplated application or installation, such as the functions andpriorities related to performance, cost, manufacturing, integration, andtotal cost of ownership for the application or installation, can readilyconfigure a high efficiency transmission.

It can be further seen that the example transmission 100 provides, incertain embodiments, a reduction in overall bearing and gear loadsthroughout the transmission 100, for example through the utilization ofhigh speed countershafts, helical gearing to improve and/or optimizesliding speeds and gear loading, and/or gear tooth shaping to configuregear tooth contact area, structural integrity, and control of slidingspeed profiles and deflection of gear teeth. In certain embodiments, theuse of high speed countershafts allows smaller and/or lightercomponents, including at least rotating components (e.g. shafts andgears), bearings, and lubrication systems. In certain embodiments, theutilization of helical gears and/or shaped gear teeth allows forreduction in sliding losses (e.g. increased power transfer efficiencyand reduction in heat generated) while also allowing a transmission 100to meet noise constraints. In certain embodiments, the configuration toallow for noise control allows for certain aspects of the transmission100 to be configured for other desirable purposes that otherwise wouldincrease the noise emissions from the transmission 100, such as the useof aluminum housings, configuring for ease of access to shift and/orclutch actuators, the use of a linear clutch actuator, and/orpositioning of access to major transmission features, such as actuators,at the top of the transmission which may put them in proximity to apassenger compartment or other noise sensitive area in an application orvehicle. In certain embodiments, the use of helical gearing allows adegree of freedom on thrust (axial) loads, directing thrust loads toselected positions in the transmission 100 such as a support bearingand/or a bearing positioned between shafts having low speeddifferentials, and/or away from housing enclosures or bearings.

In certain embodiments, the utilization of high speed countershaftsadditionally or alternatively reduces speed differences between shafts,at least at selected operating conditions, and supports the managementof thrust loads in the transmission 100. In certain embodiments, helicalgears on a planetary gear assembly provides for a reduced length ofcountershafts (e.g. countershafts do not need to extend to the outputshaft), a reduction in a number of countershafts (e.g. additionalcountershafts for power transfer between a main shaft and the outputshaft are not required). Additionally or alternatively, helical gears ona planetary gear assembly are load balanced, in certain embodiments, toremove gear loading from enclosures and/or bearings coupled toenclosures. In certain embodiments, features of the transmission 100,including but not limited to thrust load management features, providefor load management with the use of efficient bearings, for example,with a reduced number of or elimination of tapered bearings in thetransmission 100. In certain embodiments, features of the transmission100 include a high efficiency lubrication system, for exampleutilization of a smaller lubrication pump (e.g. short lubrication runswithin the transmission 100, reduction or elimination of spinning shaftslip rings in the transmission 100, and/or higher pump speed powered bya high speed countershaft), the use of a dry sump lubrication system,and/or the use of a centrally located lubrication pump assembly. Incertain embodiments, the transmission 100 provides for lower powertransfer losses than previously known transmissions, and/or provides forsimilar or improved power losses in an overdrive transmission relativeto previously known transmission systems using direct drive, allowingfor other aspects of a system or application to operate at lower speedsupstream of the transmission (e.g. prime mover speed) and/or higherspeeds downstream of the transmission (e.g. a load component such as adriveline, rear axle, wheels, and/or pump shaft) as desired to meetoperational goals of those aspects.

In certain embodiments, the transmission 100 utilizes a clutch andshifts gears utilizing actuators that move gear shifting elements oractuators (e.g utilizing shift forks and sliding clutches, withsynchronizer elements). An example and non-limiting application forembodiments of the transmission is an automated transmission, and/or amanual automated transmission. Certain aspects and features of thepresent disclosure are applicable to automatic transmissions, manualtransmissions, or other transmission configurations. Certain features,groups of features, and sub-groups of features, may have applicabilityto any transmission type, and/or may have specific value to certaintransmission types, as will be understood to one of skill in the arthaving the benefit of the present disclosure.

Referencing FIG. 41, an example clutch operation assembly 3800 isdepicted illustrating certain aspects of a clutch assembly andoperational portions of the transmission 100 interacting with the clutchassembly. The example clutch operation assembly 3800 provides a clutch106 that is responsive to a linear clutch actuator 1002, and thatadjusts a position of the clutch 106 such that, as the clutch face wears306, the engagement point of the linear clutch actuator 1002 remainsconstant for a selectable amount of wear on the clutch face 306. Theinclusion of a clutch operation assembly 3800 responsive to a linearclutch actuator 1002, and/or that provides for a constant engagementpoint for a linear or concentric clutch actuator, are optionalconfigurations that are included in certain embodiments of thetransmission 100, and may not be included in other embodiments of thetransmission 100. Any clutch operation assembly 3800 known in the art iscontemplated herein, including alternate arrangements to provide forengagement with a linear clutch actuator 1002, and/or alternatearrangements to provide for maintenance of an engagement point for aclutch actuator over a selectable amount of wear on the clutch face 306.In certain embodiments, the liner actuator 1002 is additionally oralternatively self-adjusting, allowing for the actuating volume for theactuator to remain consistent as the clutch, clutch engagement yoke 808,linear actuator 1002, and/or other aspects of the system wear and/orchange over the life cycle of the transmission 100. In certainembodiments, the actuating volume is consistently maintained as anear-zero actuating volume. In certain embodiments, the consistency ofthe actuating volume and/or a maintained near-zero actuating volumeprovides for improved response time and improved control accuracythroughout the life cycle of the transmission 100, and provides forqualitative improvements in clutch operation such as capabilities toutilize the clutch rapidly during shifts (e.g., to mitigate tooth buttevents and/or reduce backlash impact on gear meshes).

The example clutch operation assembly 3800 includes the input shaft 204and the release bearing 1118, and the clutch face 306 that engages theprime mover. The example clutch operation assembly 3800 further includesa diaphragm spring 3802 that biases the clutch face 306 to an engagedposition (toward the prime mover and away from the transmission 100),and upon actuation by the clutch engagement yoke 808 (e.g. the clutchengagement yoke 808 pushed forward by the clutch actuator 1002)withdraws the clutch face 306 from the engaged position. Any otheractuation mechanism for a clutch is contemplated herein. The clutchoperation assembly 3800 further includes a bearing housing 3804 thatengages and retains the release bearing 1118, and further includes alanding face on the release bearing 1118 that engages the clutchengagement yoke 808.

Referencing FIG. 42, a portion of the clutch operation assembly 3800 isdepicted in exploded view. The clutch operation assembly 3800 includesthe clutch 106, having torsion springs 4202 and a pre-damper assembly4006 coupled thereto. The clutch operation assembly 3800 includes apressure plate assembly 4004 and the diaphragm spring assembly bracket4002. Referencing FIG. 43, a detail view of the example pressure plateassembly 4004 is depicted in a perspective view (FIG. 43) and a sidecutaway view (FIG. 44). The example pressure plate assembly 4004includes a cam ring 4504 and control fingers 4506 coupled to a pressureplate 4508. The cam ring 4504 rotates and cooperates with the controlfingers 4506 to position the clutch 106 such that, as the clutch facewears 306, the release bearing 1118 maintains a same position relativeto the clutch engagement yoke 808. Accordingly, even as the clutch face306 wears, the clutch actuator 1002 returns to the same position withinthe clutch actuator housing 104. After a selected amount of wear, thecontrol fingers 4506 prevent further adjustment, and the clutch actuator1002 will no longer return all the way to the starting point.Accordingly, a high degree of responsiveness and repeatability forclutch engagement is provided in the example transmission 100, whileallowing for diagnostics and/or detection of clutch face 306 wear, wherethe clutch is still operable but the clutch actuator 1002 returnposition responds to clutch face 306 wear. The example pressure plateassembly 4004 includes a torsion spring (not shown) coupled to the camring 4504 to urge rotation of the cam ring 4504 as the clutch face 306wears, and a cam baffle 4510 having teeth thereon to preventcounter-rotation of the cam ring 4504.

Various example embodiments of the present disclosure are describedfollowing. Any examples are non-limiting, and may be divided orcombined, in whole or part. The example embodiments may include anyaspects of embodiments throughout the present disclosure.

Certain embodiments of a high efficiency transmission are describedfollowing. The description of certain characteristics as promotingtransmission efficiency are provided as illustrative examples.Efficiency promoting characteristics may be included in a particularembodiment, while other characteristics may not be present. Efficiencypromoting characteristics may be combined, used in part whereapplicable, and sub-groupings of any one or more of the describedefficiency characteristics may be included in certain embodiments. Thedescription of any feature or characteristic as an efficiency-promotingfeature is not limiting to any other feature of the present disclosurealso promoting efficiency, and in certain embodiments it will beunderstood that a feature may promote efficiency in certain contextsand/or applications, and decrease efficiency in other contexts and/orapplications.

An example transmission 100 includes one or more housing elements 102,104, 108 that are made at least partially of aluminum. In certainembodiments, housing elements 102, 104, 108 may be cast aluminum. Theuse of aluminum introduces numerous challenges to the performance of atransmission 100, and in certain embodiments introduces more challengeswhere the transmission 100 is a high output transmission. For example,and without limitation, aluminum is typically not as strong as steel fora given volume of material, is softer than steel, and has differentstress characteristics making it less robust to stress in certainapplications. Changes to the stress capability of the housing materialhave consequences throughout the transmission—for example bolt bossesgenerally must be deeper for equivalent robustness, and housingenclosures have to be thicker and/or have stress management features forequivalent stresses experienced at the housing. Aluminum also does notinsulate noise as well as offset materials, such as steel.

The example transmission 100 includes a power thrust managementarrangement that neutralizes, cancels, reduces, and/or redirects theprimary power thrust loads experienced within the transmission. Incertain embodiments, the power thrust management arrangement redirectsthrust loads away from housings and/or transmission enclosures, allowingfor reduced strength of the housings with sufficient durability androbustness for a high output transmission. An example power thrustmanagement arrangement includes helical gears in the power transfer linethroughout the transmission 100—for example the countershaft 902, 904gear meshes—where the helical gear angles are selected to neutralize,reduce, and/or redirect primary power thrust loads experienced withinthe transmission 100. The adjustments of thrust loads may be, in certainembodiments, improved or optimized for certain operating conditions—forexample gear ratios likely to be engaged a higher load conditions, gearratios likely to be involved in higher speed differential operationsacross thrust bearings, and the like. A gear engagement on the inputshaft 204 side of the transmission 100 with the countershaft 902, 904has one or more corresponding gear engagements on the first main shaftportion 804 side of the transmission 100 (depending upon the availablegear ratios and gear shifting plan), and the thrust management aspectsof the helical gears include selected helix angles for the various gearmeshes to adjust the thrust profile and thrust duty cycle of thetransmission 100. Certain considerations in determining the helical geargeometries include, without limitation: the load duty cycle for theapplication, installation, or vehicle (loads and/or speeds, as well asoperating time), the gear ratios at each mesh and the duty cycle ofopposing gear mesh engagement scenarios, and noise and efficiencycharacteristics of the helical gear ratio selections. One of skill inthe art, having the benefit of the present disclosure and informationordinarily available about a contemplated system, can readily determinehelical gear ratios to perform desired power thrust managementoperations in a transmission 100. In certain embodiments, thrust loadsare redirected to a thrust management device, such as a thrust bearing,which is positioned between rotating shafts having a lowest speeddifferential (e.g. the input shaft 204 to first main shaft portion 804).In certain embodiments, the transmission 100 does not include taperedbearings.

An example transmission 100 includes a low loss lubrication system.Losses, in the present instance, refer to overall power consumption fromthe lubrication system, regardless of the source of the powerconsumption, and including at least pumping work performed by thelubrication system, viscous losses of moving parts in the transmission100, and/or parasitic losses in the lubrication system. The example lowloss lubrication system includes a dry sump, wherein the rotatingportions of the transmission 100 (e.g. gears, shafts, and countershafts)are not positioned, completely and/or partially, within lubricatingfluid in the sump. An example lubrication pump assembly 1600, drawinglubrication fluid for the pump from the rear housing 108, provides anon-limiting example of a lubrication system having a dry sump. Anexample low loss lubrication system further includes a centralizedlubrication pump, such that lubrication paths within the transmission100 have a shortened length, and/or a reduced or optimized overalllength of the lubrication channels. An example lubrication pump assembly1600, integrated within the transmission 100 and coupled to acountershaft or other rotating element of the transmission 100, providesa non-limiting example of a centralized lubrication system. In certainembodiments, utilization of centralized lubrication tubes 1802 and/or1804 provide for reduced-length runs of lubrication channels.Additionally or alternatively, an example transmission 100 includes alubrication tube positioned inside the first main shaft portion and/orsecond main shaft portion, having holes therein to provide a portion ofthe lubrication paths to one or more bearings, and additionally oralternatively does not include seals on the lubrication tube. In certainfurther embodiments, a low loss lubrication system includes alubrication pump driven by a high speed countershaft, where the highspeed of the countershaft provides for a higher lubrication pump speed,thereby allowing for a smaller lubrication pump to perform lubricationpumping operations, reducing both pumping losses and/or weight of thelubrication pump and/or associated lubrication pump assembly 1600.

An example transmission 100 includes one or more high speedcountershafts 902, 904. The term “high speed” with reference tocountershafts, as utilized herein, is to be understood broadly. Incertain embodiments, a high speed countershaft rotates at a similarspeed to the input shaft 204 and/or the first main shaft portion 804,for example at the same speed, within +/−5%, +/−10%, +/−15%, +/−20%,+/−25%, and/or within +/−50% of the speed of the input shaft 204 and/orfirst main shaft portion 804. In certain embodiments, a high speedcountershaft has a higher relative speed than a countershaft in anoffset transmission for a similar application, where similarity ofapplication may be determined from such considerations as power rating,torque rating, torque multiplication capability, and/or final loadoutput and/or duty cycle. A speed that is a high relative speed to anoffset transmission includes, without limitation, a speed that is atleast 10% higher, 20% higher, 25% higher, 50% higher, 100% higher, up to200% higher, and greater than 200% higher. In certain embodiments,utilization of high speed countershafts 902, 904, allows for smallerdevices operating in response to the rotational speed of thecountershafts—for example a lubrication pump driven by a countershaft902, 904. In certain embodiments, a PTO device driven by one of thecountershafts can utilize the higher countershaft speed for improvedperformance. In certain embodiments, utilization of high speedcountershafts 902, 904 allows for reductions of gear and bearingcomponents, as the countershaft operates at a speed closer to the inputshaft and/or first main shaft portion speed than in a previously knowntransmission, providing for lower loads on meshing gears and bearings,and/or providing for more rapid gear shifts with lower losses (less timeto shift, and/or less braking to bring the countershaft speed closer tothe engaging speed, for example on an upshift). In certain embodiments,lower loads on the countershafts, due to the high speed configurationand/or a twin configuration sharing loads, allows for the countershaftto be a lower size and/or weight. In certain embodiments, the twincountershafts provide for noise reduction, for example from reduced sizeof engaging components and/or lower engagement forces. Additionally oralternatively, lower rotational inertia from the countershafts has alower effect on clutch speed during shifts—for example through transferof countershaft inertia to the clutch before clutch re-engagement,allowing for a faster and lower loss (e.g. lower braking applied to slowthe system back down) shifting event.

In certain embodiments, a gear ratio at the front of the transmission100 is lower relative to a gear ratio at the rear of the transmission100. In certain embodiments, providing greater torque amplification atthe rear of the transmission (e.g. from the countershaft(s) to thesecond main input shaft portion 804) than at the front of thetransmission 100 (e.g. from the input shaft 204 to the countershaft(s))provides for more efficient (e.g. lower losses) power transfer than moreevenly stepping up torque amplification. For example, a total ratio of4:1 provided as a first step of 1:1 and a second step of 4:1 for mostexample transmissions 100 provides for a lower loss power transfer thana first step of 2:1 and a second step of 2:1, while providing the sameoverall torque amplification. In certain embodiments, a rear:frontamplification ratio is greater than 1.5:1, greater than 2:1, greaterthan 2.5; 1, greater than 3:1, greater than 3.5:1, greater than 4:1,greater than 4.5:1, and/or greater than 5:1. For example, where anoverall torque amplification ratio of 5:1 is desired, an exampletransmission includes a front transfer of 1.25:1 and a rear transfer of4:1. The described ratios and embodiments are non-limiting examples. Oneof skill in the art, having the benefit of the disclosures herein, willreadily appreciate that, in certain embodiments, high speedcountershafts facilitate lower front torque amplification ratios—forexample at a torque amplification ratio near unity (1), gear teeth countbetween the countershaft and the input shaft are also near unity, andaccordingly gear sizes can be kept low if the countershaft turns at ahigh rate of speed. In certain embodiments, a high speed countershaftfacilitates selection of gear sizes to meet other constraints such asproviding an interface to a PTO device, providing for gear geometrieswithin a transmission 100 to facilitate manufacture and assembly withina cast housing, and/or to keep gear outer diameters in a normal range.Gear sizes provided within a normal range—i.e. not constrained to belarge on either the input shaft 204 and/or the countershaft 902, 904 bytorque amplification requirements—allow for controlling torsional forceson the shafts and gear fixing mechanisms (e.g. welds and/or synchronizerdevices) low and/or controlling a final geometric footprint of thehousing (e.g. the main housing 102) to provide for a compact and/oreasily integrated transmission 100.

In certain embodiments, a twin countershaft arrangement provides forbalanced forces on the input shaft 204 and/or first main shaft portion804, and lower cost bearings at one or more gear locations on the inputshaft 204 and/or first main shaft portion 804 are provided—for example ajournal bearing, bushing, a washer, and/or a race bearing. In certainembodiments, a needle bearing is provided at one or more gear locationson the input shaft 204 and/or the main shaft portion 804, for example ona gear expected to take a radial load, including, for example, a gear onthe input shaft 204 close to the power intake for the transmission 100,and/or a gear coupled to the countershaft for powering a PTO device.

In certain embodiments, helical gearing on the countershafts 902, 904and meshing gears thereto provides for high efficiency operation for thetransmission 100. For example, helical gearing provides for thrustmanagement control of the power transfer in the transmission, allowingfor lower weight and cost components, such as bearings. Additionally oralternatively, thrust management control of the gears allows for reducedhousing weight and/or strength for a given power or torque throughput.Additionally or alternatively, helical gear engagement allows forreduced noise generation, allowing for greater engagement force betweengears for a given noise level. Additionally or alternatively, helicalgears are easier to press and time relative to, for example, spurgears—allowing for a reduced manufacturing cost, improvedmanufacturability, and/or more reliable gear mesh. Additionally oralternatively, helical gears provide a greater contact surface for gearteeth, allowing for lower contact pressure for a given contact force,and/or lower face width for the gear teeth while providing gear teeththat are readily able to bear contact loads.

In certain embodiments, a transmission 100 is provided without taperedbearings in the drive line. In certain embodiments, a transmission 100has a reduced number of tapered bearings in the drive line relative toan offset transmission in a similar application. Tapered bearings aretypically utilized to control both thrust loads and radial loads. Incertain embodiments, a transmission 100 includes features to controlthrust loads, such that tapered bearings are not present. Taper rollerson a bearing require shimming and bearing clearance settings. In certainembodiments, tapered bearings reduce power transfer efficiency andgenerate additional heat in the transmission. In certain embodiments,main bearings in an example transmission 100 are positioned (e.g.pressed) in the housing elements 102, 104, 108, and shafts in thedriveline are passed therethrough. An example transmission 100 isassembled positioned vertically, with shafts passed through the pressedbearings, and where no bearing clearances and/or shims need to be made,the main housing 102 is coupled to the clutch housing 104 duringvertical assembly, and the rear housing 108 is coupled to the mainhousing 102 to complete the housing portion of the vertical assembly. Incertain embodiments, an example transmission 100 may be constructedhorizontally or in another arrangement, and/or vertically with the rearhousing 108 down.

In certain embodiments, power transfer gears in the transmission 100(e.g. at the countershaft meshes) gear teeth have a reduced heightand/or have a flattened geometry at the top (e.g. reference FIG.24—teeth have a flattened top profile). The use of shortened teethprovides for lower sliding velocities on gear teeth (e.g. increasedpower transfer efficiency) while allowing the teeth to engage in a highpower transfer efficiency operation. The shortened gear teeth, wherepresent, additionally experience lower deflection than occurs at the topof previously used gear teeth geometries, providing greater control ofone noise source and improved service life of the gear teeth. In certainembodiments, the use of helical gears with a flattened tooth geometryallows for further noise control of flattened gear teeth and/or highpower transfer loads. In certain embodiments, a low tolerance and/orhigh quality manufacturing operation for the gear teeth, such as the useof a wormwheel to machine gear teeth, provides for a realized geometryof the gear teeth matching a design sufficiently to meet noise and powertransfer efficiency targets. In certain embodiments, a worm wheel isutilized having a roughing and finishing grit applied in one pass,allowing gear tooth construction to be completed in a single pass of thewormwheel and leave a selected finish on the gear tooth.

In certain embodiments, the transmission 100 includes thrust loadscancelled across a ball bearing, to control thrust loads such that nobearings pressed into a housing enclosure take a thrust load, to controlthrust loads such that one or more housing elements do not experiencethrust loads, to control thrust loads such that a bearing positionedbetween low speed differential shafts of the transmission (e.g. betweenan input shaft 204 and a first main shaft portion 804) take the thrustloads, and/or such that thrust loads are cancelled and/or reduced byhelical gears in power transfer gear meshes. In certain embodiments,bearings pressed into a housing element, and/or one or more housingelements directly, are exposed only to radial loads from power transferin the transmission 100.

In certain embodiments, a transmission 100 includes a PTO interface 410configured to allow engagement of a PTO device to one of thecountershafts from a radial position, for example at a bottom of thetransmission 100. An example transmission 100 includes gearconfigurations such that a radially extending gear from one of thecountershafts 902, 904 is positioned for access to the extending gearsuch that a gear to power a PTO device can be engaged to the extendinggear. Additionally or alternatively, a corresponding gear on one of theinput shaft 204 and/or first main shaft portion 804 includes a needlebearing that accepts radial loads from the PTO engagement. In certainembodiments, the countershafts 902, 904 do not include a PTO engagementgear (e.g. at the rear of the countershaft), and the transmission 100 isconfigured such that driveline intent gears can be utilized directly forPTO engagement. Accordingly, the size and weight of the countershafts isreduced relative to embodiments having a dedicated PTO gear provided onone or more countershafts. In certain embodiments, a second PTO access(not shown) is provided in the rear housing, such that a PTO device canalternatively or additionally engage at the rear of the transmission.Accordingly, in certain embodiments, a transmission 100 is configurablefor multiple PTO engagement options (e.g. selectable at time ofconstruction or ordering of a transmission), including a 8-bolt PTOaccess, and/or is constructed to allow multiple PTO engagement optionsafter construction (e.g. both PTO access options provided, such as witha plug on the rear over the rear PTO access, and an installer/integratorcan utilize either or both PTO access options).

An example transmission 100 includes only a single actuator connectionto power actuators in the transmission, for example an air input port302 provided on the integrated actuator housing 112. A reduction in thenumber of connections reduces integration and design effort, reducesleak paths in the installation, and reduces the number of parts to beintegrated into, and/or fail in the installed system. In certainembodiments, no external plumbing (e.g. lubrication, coolant, and/orother fluid lines) is present on the transmission 100. In certainembodiments, the transmission 100 is a coolerless design, providing lesssystems to fail, making the transmission 100 more robust to a coolingsystem failure of the application or vehicle, reducing installationconnections and integration design requirements, reducing leak pathsand/or failure modes in the transmission and installed application orvehicle, and reducing the size and weight footprint of the transmission100. It will be recognized that certain aspects of example transmissions100 throughout the present disclosure support a coolerless transmissiondesign, including at least transmission power transfer efficiencyimprovements (e.g. generating less heat within the transmission to bedissipated) and/or aluminum components (e.g. aluminum and commonaluminum alloys are better thermal conductors than most steelcomponents). In certain embodiments, heat fins can be included onhousing elements 102, 104, 108 in addition to those depicted in theillustrative embodiments of the present disclosure, where additionalheat rejection is desirable for a particular application. In certainembodiments, an example transmission 100 includes a cooler (not shown).

In certain embodiments, a transmission 100 includes an organic clutchface 306. An organic clutch face provides for consistent and repeatabletorque engagement, but can be susceptible to damage from overheating. Itwill be recognized that certain aspects of example transmissions 100throughout the present disclosure support utilization of an organicclutch face 306. For example, the linear clutch actuator 1002, andclutch adjustment for clutch face wear providing highly controllable andrepeatable clutch engagement, allow for close control of the clutchengagement and maintenance of clutch life. Additionally oralternatively, components of the transmission 100 providing for fast andsmooth shift engagements reduce the likelihood of clutch utilization toclean up shift events—for example the utilization of high speedcountershafts, lower rotational inertia countershafts, helical gears,efficient bearings (e.g. management of shaft speed transients relativeto tapered bearing embodiments), and/or compact, short-run actuationsfor gear switching with an integrated actuator assembly. In certainembodiments, elements of the transmission 100 for fast and smooth shiftengagements improve repeatability of shift events, resulting in a moreconsistent driver feel for a vehicle having an example transmission 100,and additionally or alternatively the use of an organic clutch face 306enhances the ability to achieve repeatable shift events that provide aconsistent driver feel.

In certain embodiments, a transmission 100 is configurable for a numberof gear ratios, such as an 18-speed configuration. An example 18-speedconfiguration adds another gear engaging the input shaft 204 with acorresponding gear on the countershaft(s). The compact length of theexample transmissions 100 described herein, combined with the modularconfiguration of housing elements 102, 104, 108 allow for the readyaddition of gears to any of the shafts, and accommodation of additionalgears within a single housing configuration, and/or isolated changes toone or more housing elements, while other housing elements accommodatemultiple gear configurations. An example 18-speed configuration is a3×3×2 configuration (e.g. 3 gear ratios available at the input shaft204, 3 forward gear ratios on the first main shaft portion 804, and 2gear ratios available at the second main shaft portion 806).Additionally or alternatively, other arrangements to achieve 18 gears,or other gear configurations having more or less than 12 or 18 gears arecontemplated herein.

In certain embodiments, certain features of an example transmission 100enable servicing certain aspects of the transmission 100 in a mannerthat reduces cost and service time relative to previously knowntransmissions, as well as enabling servicing of certain aspects of thetransmission 100 without performing certain operations that requireexpensive equipment and/or introduce additional risk (e.g. “dropping thetransmission,” and/or disassembling main portions of the transmission100).

An example service event 5600 (reference FIG. 45) includes an operation5602 to access an integrated actuator assembly, by directly accessingthe integrated actuator assembly from an external location to thetransmission. In certain embodiments, the integrated actuator assemblyis positioned at the top of the main housing 102, and is accessed insingle unit having all shift and clutch actuators positioned therein. Incertain embodiments, one or more actuators may be positioned outside ofthe integrated actuator assembly, and a number of actuators may bepositioned within or coupled to the integrated actuator assembly. Directaccess to an integrated actuator assembly provides, in certainembodiments, the ability to install, service, and/or maintain actuatorswithout dropping the transmission, disassembling main elements of thetransmission (including at least de-coupling one or more housings, theclutch, any bearings, any gears, and/or one or more shafts).Additionally or alternatively, the example service event 5600 includesan operation 5604 to decouple only a single actuator power input,although in certain embodiments more than one actuator power input maybe present and accessed. The example service event 5600 includes anoperation 5606 to service the integrated actuator assembly, such as butnot limited to fixing, replacing, adjusting, and/or removing theintegrated actuator assembly. The term “service event,” as utilizedherein, should be understood to include at least servicing, maintaining,integrating, installing, diagnosing, and/or accessing a part to provideaccess to other parts in the transmission 100 or system (e.g. vehicle orapplication) in which the transmission is installed.

An example service event 5900 (reference FIG. 46) includes an operation5902 to access a journal bearing 2602 positioned at an engagement end ofthe input shaft 204. The engagement end of the input shaft 204 engagesthe prime mover, for example at a ball bearing in the prime mover (notshown), and the engagement end of the input shaft 204 can experiencewear. The inclusion of a journal bearing 2602, in certain embodiments,provides for ready access to replace this wear part without removaland/or replacement of the input shaft 204. The example service event5900 further includes an operation 5904 to remove the journal bearing2602, and an operation 5906 to replace the journal bearing 2602 (forexample, after fixing the journal bearing 2602 and/or replacing it witha different part). The example service event 5900 describes a journalbearing 2602 positioned on the input shaft 204, however the journalbearing 2602 may be any type of wear protection device, including anytype of bearing, bushing, and/or sleeve.

Referencing FIG. 47, a perspective view of an example clutch housing 104consistent with certain embodiments of the present disclosure isdepicted. The clutch housing 104 includes an interface portion 4702 thatallows for coupling to a prime mover. The modularity of the clutchhousing 104 allows for ready configuration and integration for specificchanges, for example providing an extended or split input shaft to add agear layer to the input shaft without significantly altering thefootprint of the transmission 100, or requiring redesign of otheraspects of the transmission 100, while maintaining consistent interfacesto the prime mover.

Referencing FIG. 48, another perspective view of an example clutchhousing 104 consistent with certain embodiments of the presentdisclosure is depicted. The clutch housing 104 includes a secondinterface portion 4808 that allows for coupling to a main housing 102.The modularity of the clutch housing 104 allows for ready configurationand integration for specific changes, for example providing an extendedor split input shaft to add a gear layer to the input shaft withoutsignificantly altering the footprint of the transmission 100, orrequiring redesign of other aspects of the transmission 100, whilemaintaining consistent interfaces to the main housing 102. The exampleclutch housing 104 further includes holes 4802 for countershafts in abulkhead (or enclosure) formed on the main housing 102 side of theclutch housing 104, and a hole 4804 for passage of the input shafttherethrough. The integral bulkhead holes 4802, 4804 provide formounting of bearings and shafts, and for ready assembly of thetransmission 100.

Referencing FIG. 49, a perspective view of an example rear housing 108consistent with certain embodiments of the present disclosure isdepicted. The rear housing 108 includes an interface portion 4902 thatallows for coupling to a main housing 102. The modularity of the rearhousing 108 allows for ready configuration and integration for specificchanges, for example providing a rear PTO interface 5102 (see thedisclosure referencing FIG. 51) or other alterations to the rear housing108, without significantly altering the footprint of the transmission100, or requiring redesign of other aspects of the transmission 100.Referencing FIG. 50, another perspective view of the rear housing 108 isdepicted. The rear housing 108 includes a driveline interface 5002, forexample to couple with a driveshaft or other downstream component.Referencing FIG. 51, a perspective view of another example rear housing108 is depicted, providing a rear PTO interface 5102.

Referencing FIG. 52, a perspective view of an example lubrication pumpassembly 1600 consistent with certain embodiments of the presentdisclosure is depicted. The driving element 1712, coupling thelubrication pump 1704 to one of the countershafts, is visible in theperspective view of FIG. 52. The modularity of the lubrication pumpassembly 1600 allows for ready configuration and integration forspecific changes, for example providing an alternate pump sizing or gearratio, while maintaining consistent interfaces to the rest of thetransmission 100. Referencing FIG. 53, another perspective view of anexample lubrication pump assembly 1600 is depicted. An oil pickup screen1718 and screen retainer 1720 is visible in the view of FIG. 53.

Referencing FIG. 54, a perspective view of an example main housing 102consistent with certain embodiments of the present disclosure isdepicted. The example of FIG. 54 has a connector for a transmissioncontrol module, but the transmission control module is not installed.The main housing 102 includes interfaces 5402, 5404 (see the portion ofthe disclosure referencing FIG. 56) providing consistent interfaces tothe rear housing 108 and clutch housing 104. A clutch actuator housing202, which may be coupled to or integral with an integrated actuatorhousing 112 is visible in the view of FIG. 54. Referencing FIG. 55, atransmission control module 114 (TCM), and a TCM retainer 5502 (e.g., aTCM cover 1402) are depicted as installed on a transmission 100.Referencing FIG. 56, an 8-bolt PTO interface 410 is depicted, which maybe optionally not present or capped, without affecting the footprint orinterfaces of the main housing 102. Referencing FIG. 57, a bottom viewof an example main housing 102 is depicted, providing a clear view of anexample 8-bolt PTO interface 410. Referencing FIG. 58, a perspectiveview of an example main housing 102 is depicted, including an actuatorinterface 5802 whereupon actuators for shifting, clutch control, and/ora friction brake can be installed. Accordingly, the main housing 102 canaccommodate various actuation assemblies, including an integratedactuation assembly, without changing the footprint or interfaces of themain housing 102 with the rest of the transmission 100.

Referencing FIG. 94, an example controller 17110 includes a backlashindication circuit 18002 that identifies an imminent backlash crossingevent 18006 at a first gear mesh, and a backlash management circuit 9402that reduces engagement force experienced by the first gear mesh inresponse to receiving a backlash crossing indication event 18006 fromthe backlash indication circuit 18002. The example controller 17110further includes a shaft displacement circuit 9602 that interprets ashaft displacement angle 9604, the shaft displacement angle 9604including an angle value representative of a rotational displacementdifference between at least two shafts of a transmission. The examplecontroller 17110 further includes a zero torque determination circuit9806 that determines the transmission is operating in a zero torqueregion 9808 in response to the shaft displacement angle 9604 including adifference value below a zero torque threshold value 9814, and where thebacklash indication circuit 18002 further identifies the imminentbacklash crossing event 18006 in response to the transmission operatingin the zero torque region 9808. Example operations of the backlashindication circuit 18002 to identify the imminent backlash crossingevent 18006 include operations such as: determining that an imminentrotational direction of the first gear mesh in a transmission is anopposite rotational direction to an established rotational direction ofthe first gear mesh; determining that a speed change between a firstshaft comprising gears on one side of the first gear mesh and a secondshaft comprising gears on an opposing side of the first gear mesh islikely to induce the backlash crossing event; determining that a gearshift occurring at a second gear mesh is likely to induce the backlashcrossing event at the first gear mesh; determining that a transmissioninput torque value indicates an imminent zero crossing event; and/ordetermining that a vehicle operating condition is likely to induce thebacklash crossing event. An example backlash management circuit 9402further manages backlash by performing an operation such as disengagingthe first gear mesh during at least a portion of the backlash crossingevent; disengaging a clutch during at least a portion of the backlashcrossing event; and/or slipping a clutch during at least a portion ofthe backlash crossing event. An example backlash indication circuit18002 identifies the imminent backlash crossing event 18006 bydetermining that a gear shift occurring at a second gear mesh is likelyto induce the backlash crossing event 18006 at the first gear mesh,where the backlash management circuit 9402 further performs adisengagement of the first gear mesh during at least of portion of thegear shift.

Embodiments depicted in FIGS. 59-64, and all related descriptionsthereto, are compatible in certain aspects to embodiments depicted inFIGS. 1-58 and all related descriptions thereto. Accordingly, eachaspect described in FIGS. 59-64 is contemplated as included, at least inone example, with any compatible embodiments described in FIGS. 1-58.For purposes of illustration of certain disclosed features orprinciples, certain more specific relationships are described betweenembodiments depicted in FIGS. 1-58 and embodiments depicted in FIGS.59-64, and additionally between disclosed embodiments within FIGS. 1-58individually, and disclosed embodiments within FIGS. 59-64 individually.Such additional specifically described relationships are not limiting toother relationships not specifically described. One of skill in the artwill recognize compatible embodiments between all of the disclosedexamples herein, and any such compatible embodiments, in addition to anyspecific relationships described, are contemplated herein.

Referencing FIG. 59, an example system 9500 is depicted schematically,and includes a transmission 100 having an input shaft 204 and an outputshaft 926, the input shaft 204 selectively accepting a torque input froma prime mover 9502, and the output shaft 926 selectively providing atorque output to a driveline 9504. In certain embodiments, the inputshaft 204 and the output shaft 926 are coupled through gear arrangementsprovided on one or more additional shafts, such as a main shaft 9508and/or a countershaft 902. The system 9500 further includes a controller9506, the controller 9506 performing operations to interpret a shaftdisplacement angle, where the shaft displacement angle includes an anglevalue representative of a rotational displacement difference between atleast two shafts of the transmission 100. The controller 9506 furtherperforms a transmission operation in response to the shaft displacementangle. Further details of operations of the controller 9506 aredescribed in the disclosure referencing FIG. 60 following.

Referencing FIG. 60, an apparatus 9600 includes a controller 9506 havinga shaft displacement circuit 9602 that interprets a shaft displacementangle 9604, where the shaft displacement angle 9604 includes an anglevalue representative of a rotational displacement difference between atleast two shafts of the transmission. Example and non-limitingoperations to interpret the shaft displacement angle 9604 include:receiving the shaft displacement angle 9604 as a parameter from outsidethe controller 9506, for example receiving the shaft displacement angle9604 as a network or datalink communication, and/or reading the shaftdisplacement angle 9604 from a memory location on a non-transientmemory; determining the shaft displacement angle 9604 from sensorinformation, such as an optical sensor that determines shaft positionsand/or shaft relative positions in real-time on an operatingtransmission; determining high resolution shaft positions utilizing anelectro-magnetic sensor package, such as: hall effect sensors, variablereluctance sensors, and/or other electro-magnetic effect sensors inproximity to each shaft of interest, wherein the shaft includessufficient magnetically responsive marking features to determine shaftpositions with a selected degree of accuracy; one or more virtualsensors processing shaft speeds and gear configurations (including atleast real-time gear engagements and tooth configurations for the gearsin the transmission) to determine relative angles of the shafts ofinterest; providing an indexing feature (e.g. a tone wheel or aperforated wheel) rotationally coupled to each shaft of interest, wheredetection of the indexing feature position can determine the angles ofthe shafts of interest; and combinations of these.

The controller 9506 further includes a displacement response circuit9606 that performs a transmission operation 9608 in response to theshaft displacement angle 9604. Example and non-limiting transmissionoperations 9608 include a command 9610 to modulate a clutch operation, acommand 9612 to modulate a shift actuator operation, a command 9614 tomodulate a friction brake operation, and/or an external communication9616 (relative to the transmission 100) such as a request, command,notification, or other system response to a component in a systemoutside the transmission, such as a vehicle or engine.

The system 9500 further includes, in certain embodiments, thecountershaft 902 selectively coupled to the input shaft 204 at a firstend, and selectively coupled to the output shaft 926 at a second end. Inthe example system 9500, the countershaft 902 is selectively coupled tothe output shaft 926 at the second end through the main shaft 9508,although any coupling arrangement of the countershaft 902 to the outputshaft 926 is contemplated herein, including at least direct couplingand/or coupling through other device than a main shaft 9508. The system9500 further includes an example shaft displacement angle 9604 being aninput angle, where the input angle includes an angle valuerepresentative of a rotational displacement difference between the inputshaft 204 and the countershaft 902. The rotational displacementdifference may be any rotational angle description and convention, forexample an angle degree number indicating a difference in the rotationalangles of the shaft (e.g. −5 would indicate a 5 degree rotationaldifference in the direction indicated by the negative sign, such asdriving rotational angle, coasting rotational angle, clockwise whenviewed from a selected end of the shafts, counterclockwise when viewedfrom a selected end of the shafts, or any other convention). Further,the sign convention may be any convention, such as countershaft 902rotational difference to input shaft 204, or input shaft 204 rotationaldifference to the countershaft 902. Additionally or alternatively, avalue indicating rotational alignment may be any value and notnecessarily zero—for example an angle indicating contact on a drive siderotation without torque applied may be selected as zero, an angleindicating contact on a coast side rotation without torque applied maybe selected as zero, and/or an arbitrary angle may be selected as zero.For convenience and clarity of the description herein, zero is describedas no rotational displacement between the shafts, although anyconvention is contemplated herein.

Referencing FIG. 61, an example apparatus 9700 includes a controller9506 having a shift state description circuit 9706 that determines thata synchronizer (not shown) is unblocked in response to the input angle9702. A shift actuator in the system includes, without limitation, ashift fork and/or shift claw, which moves gear couplers and/orsynchronizers to engage gear meshes between the shafts 204, 902, 9508,926, and thereby provide for a selected torque multiplication anddirection of the transmission 100. In certain embodiments, thedisplacement response circuit 9606 further provides a shift engagementcommand 9704 in response to the determining the synchronizer isunblocked, where a system 9500 further includes a shift actuator (notshown) responsive to the shift engagement command 9704. A synchronizerbeing unblocked, as used herein, indicates that the synchronizer hasbrought shaft speeds close together, teeth for the gear couplers are notblocked and that shift actuator can proceed to fully engage the gearcoupler and complete a shift. The moment of synchronizer unblocking is ahighly transient event and is difficult to detect in previously knowntransmissions. Upon unblocking, the shift actuator may proceed with theengagement with little resistance, and the gear coupler may impact withsignificant velocity, causing an audible engagement, a perception ofpoor shift quality from a driver or operator, and/or cause excessivepart wear. In certain embodiments, the shift state description circuit9706 is able to determine a transition from synchronizer traversal (e.g.the shift actuator proceeding down a shift rail toward the gearengagement) to a synching phase (the synchronizer is “sitting on theblock”) where the synchronizer is bringing the shaft speeds together bydetermining that a noticeable slope change occurs in the input angle9702 (or other relevant shaft displacement angle 9604), and furtherdetermines that the synchronizer is unblocked by determining that a slopchange in the input angle 9702 (or other relevant shaft displacementangle 9604) has experienced another slope change, by determining theinput angle 9702 has departed from the slope occurring during thesynching phase, and/or by determining that an abrupt change in magnitudeoccurs in the input angle 9702.

An example controller 9506 includes a shift actuation circuit 9708 thatprovides a shift opposition command 9710 in response to the shift statedescription circuit 9706 determining the synchronizer is unblocked. Theexample system 9500 includes the shift actuator further responsive tothe shift opposition command 9710. An example shift opposition command9710 includes a pneumatic pressure applied in an opposing direction tothe shift engagement (e.g. opposing the motion of the shift actuatortoward engagement), although any type of actuator response opposingshift engagement is contemplated herein. The shift opposition command9710 applies an opposing force that provides some resistance to thefinal engagement of the gear coupler during final engagement when thesynchronizer is off the block, reducing noise, wear, and improvingdriver or operator comfort and perception of the shift.

An example controller 9506 includes the shift engagement command 9704 asan increased actuation pressure (e.g. in a pneumatic system) relative toa decreased actuation pressure applied during a synchronizationoperation. For example, the shift engagement command 9704 may providefor a reduced actuation pressure when the synchronizer is on the block,reducing pressure buildup during the synchronization and reducingengagement force, part wear, and potential noise. An example shiftengagement command 9704, in the presence of an available shiftopposition command 9710 responsive to the shaft displacement angle 9604,can increase the actuation pressure during traverse of the rail towardengagement of the synchronizer and/or gear coupler, as the shiftopposition command 9710 can be utilized to reduce engagement forces asthe synchronizer approaches engagement, and when the synchronizer isunblocked.

An example shift opposition command 9710 includes an increasedopposition pressure to a movement of a shift actuator relative to asynchronization opposition pressure. For example, as the synchronizerapproaches engagement, the shift opposition command 9710 may be utilizedto provide a synchronization opposition pressure 9712 to reduce impactvelocity of the synchronizer and/or gear couple during engagement. Anexample shift opposition command 9710 further increases oppositionpressure to movement of the shift actuator as the synchronizer comes offthe block, to reduce the engagement velocity which may be increased tothe removal of resistance to movement of the shift actuator. In certainembodiments, the synchronization opposition pressure 9712 includes anopposition pressure during a synchronization operation and/or asynchronizer approach operation, and the increased opposition pressure9714 includes an amount of additional opposition pressure relative tothe synchronization opposition pressure, where the additional oppositionpressure is selected to reduce a final engagement velocity of the shiftactuator.

In certain embodiments, the shift state description circuit 9706 furtherdetermines the synchronizer is unblocked in response to a rate of changeof the input angle, in response to a rate of change of the input angletransitioning from a first rate of change to a second rate of change,and/or where the first rate of change is associated with a synchingposition of the shift actuator, and wherein the second rate of change isassociated with synchronizer unblock position of the shift actuator. Incertain embodiments, the greatest engagement forces and torquetransients occur at a forward-most gear mesh in the transmission 100. Anexample system 9500 further includes a gear mesh between a first gear onthe countershaft 902, and a second gear on the input shaft 204, being aforward-most gear mesh in the transmission 100.

An example system 9500 includes the transmission 100 having acountershaft 902 selectively coupled to the input shaft 204 at a firstend, and selectively coupled to the output shaft 926 at a second end,where the countershaft is selectively coupled to the output shaft 926 atthe second end via a main shaft 9508 selectively coupled to the outputshaft 926. An example shaft displacement angle 9604 includes: an inputangle 9702, a main box angle 9802 (reference FIG. 62), and/or an outputangle 9804 (reference FIG. 62). An example input angle 9702 includes anangle value representative of a rotational displacement differencebetween the input shaft 204 and the countershaft 902. An example mainbox angle 9802 includes a rotational displacement difference between thecountershaft 902 and the output shaft 926. An example output angle 9804includes a rotational displacement difference between the input shaft204 and the output shaft 926. It will be recognized that a shaftdisplacement angle 9604 may additionally or alternatively include arelative angle between any shafts in the transmission, such as an anglebetween the input shaft 204 and the main shaft 9508, an angle betweenthe countershaft 902 and the main shaft 9508, and/or an angle betweenthe main shaft 9508 and the output shaft 926.

Referencing FIG. 62, an apparatus 9800 includes the controller 9506having a zero torque determination circuit 9806 that determines thetransmission is operating in a zero torque region 9808 in response tothe shaft displacement angle 9604 (including, without limitation, anyone or more of the input angle 9702, main box angle 9802, and/or outputangle 9804) including a difference value below a zero torque thresholdvalue 9814. For example, a range of shaft displacement angles 9604 mayindicate the shafts are aligned (e.g. at a “zero” angle or otherselected convention), and a range of angles near the aligned angle mayindicate a backlash region 9810—for example the space between gearcontact on one side of rotation (e.g. driving side) and contact on asecond side of the rotation (e.g. coasting side). Determination of thatthe shaft displacement angle 9604 includes a difference value below thezero torque threshold value 9814 includes at least: determining that theshaft displacement angle 9604 is within a threshold distance of analigned angle for the shafts; determining that the shaft displacementangle 9604 is within a range of angles defining a backlash region 9810(e.g. −3 to +3; 0 to 5; −4 to +3, etc.), where the backlash region 9810depends upon the gear arrangements and construction (e.g. helical gearsversus spur gears, manufacturing tolerances, and/or tooth arrangements);determining that the shaft displacement angle 9604 is within a range ofangles determined in response to the backlash region 9810 (e.g. slightlylarger or smaller than the backlash region 9810 selected based upondesired response, and/or anisotropic to the coast-side contact versusthe drive-side contact); determining that the shaft displacement angle9604 is approaching the backlash region 9810 (e.g. based on the rate ofchange of the shaft displacement angle 9604 and distance from thebacklash region 9810), and/or any of the preceding operations with ahysteresis applied (e.g. to prevent state cycling, dithering, and/ornon-linear or unexpected control operations). Example and non-limitinghysteresis operations applied to the determining the shaft displacementangle 9604 includes a difference value below the zero torque thresholdvalue 9814 include a position based or time based hysteresis,anisotropic hysteresis for coast-side versus driver-side entry or exitof the determination, and/or anisotropic hysteresis for entry versusexit of the determination (e.g. the shaft displacement angle 9604 wouldotherwise be determined as below the zero torque threshold value 9814but for the application of the hysteresis, and/or the shaft displacementangle 9604 would otherwise be determined as not below the zero torquethreshold value 9814 but for the application of the hysteresis).

In certain embodiments, the zero torque determination circuit 9806determines that the shafts are in a region exhibiting zero relativetorque, about to enter a region exhibiting zero relative torque, havejust exited a region exhibiting zero relative torque, and/or are in aregion where zero relative torque is a potential imminent operatingcondition; each of these respective determinations are explicitlycontemplated herein, and in certain embodiments each of thesedeterminations, or all of these determinations, may be useful for somepurposes (e.g. anticipating a zero torque condition and/or mitigating arisk that may occur if a zero torque condition occurs, where operationsto mitigate are low cost, unintrusive, or otherwise more desirable thannot responding to the potential zero torque condition), wherein forother purposes one or more of these respective determinations are notvaluable and are not present in certain embodiments. One of skill in theart, having the benefit of the disclosures herein and informationordinarily available when contemplating a particular embodiment, canreadily determine operations to determine that the shaft displacementangle 9604 includes a difference value below a zero torque thresholdvalue 9814, and/or that the transmission 100 is operating in a zerotorque region 9808. Non-limiting considerations for determining the zerotorque threshold value 9814, operations to determine whether thetransmission 100 is operating in a zero torque region, and/or operationsto determine whether the shaft displacement angle 9604 includes adifference value below a zero torque threshold value 9814 include: thetime transients of detection of, and response to, operations of the zerotorque condition, the type of response contemplated including costs offailing to respond to a zero torque condition, and other considerationsthat will be understood from the present disclosure regarding varioususes of the shaft displacement angle 9604 and detection of a zero torquecondition.

The example controller 9506 further includes the zero torquedetermination circuit 9806 that determines that the transmission 100 isoperating in a zero torque region 9808 in response to a difference valueof the shaft displacement angle 9604 exhibiting a change in sign.Example operations to determine the difference value of the shaftdisplacement angle 9604 exhibits a change in sign include, withoutlimitation, determining: a change from above a zero torque point tobelow the zero torque point, a change from below the zero torque pointto above the zero torque point, a change from below an alignment angleto above the alignment angle, a change from above the alignment angle tobelow the alignment angle, a change from outside a backlash region 9810to inside a backlash region 9810, and/or a change from inside thebacklash region 9810 to outside the backlash region 9810. An examplecontroller 9506 further includes a backlash determination circuit 9812that determines that the transmission 100 is in a backlash region 9810in response to the shaft displacement angle including a difference valuebelow a zero torque threshold value 9814; and/or the backlashdetermination circuit 9812 determining that the transmission 100 is in abacklash region 9810 in response to a difference value of the shaftdisplacement angle 9604 exhibiting a change in sign.

Referencing FIG. 63, an example apparatus 9900 includes a controller9506 further having a torque state description circuit 9902 thatdetermines, in response to the shaft displacement angle 9604, that thetransmission is in one of: a zero torque region 9808 and/or imminentlyapproaching the zero torque region 9808, and the displacement responsecircuit 9606 further provides a shift pre-load command 9906 in responseto the determining the transmission is in one of the zero torque region9808 and/or the imminent zero torque region 9904. Additionally oralternatively, the torque state description circuit 9902 may determinethat the transmission is in one of a backlash region 9810 and/orimminently approaching a backlash region 9810, and the displacementresponse circuit 9606 provides the shift pre-load command 9906 inresponse to the backlash region 9810 and/or imminently approaching abacklash region 9810. Any operations described throughout the presentdisclosure to determine operation of the transmission in the zero torqueregion 9808, the backlash region 9810, and/or imminently approachingthese regions are contemplated herein for embodiments of the torquestate description circuit 9902.

A system 9500 further includes a shift actuator responsive to the shiftpre-load command 9906. An example shift pre-load command 9906 includes acommand to pre-load an actuator volume, for example a volume for apneumatic actuator, where pressure in the actuator volume urges theshift actuator by acting on a pneumatic piston. The example pre-loadedactuator volume urges the shift actuator to a neutral position, and caninclude pressure on a disengaging side of the shift actuator (e.g. wherethe shift actuator is engaged in a gear before the determining the zerotorque region 9808 and/or imminent zero torque region 9904), and/or mayfurther include pressure on an engaging side of the shift actuator, suchthat balanced pressure to return the shift actuator to a neutralposition is present. In certain embodiments, the shift actuatorcorresponds to a gear mesh that is not being shifted during a shiftevent. An example system further includes a second gear mesh that isbeing shifted during the shift event is positioned forward in thetransmission 100 relative to the gear mesh that is not being shifted. Incertain embodiments, the controller 9506 further includes thedisplacement response circuit 9606 further providing a shift returncommand 9908, and where the shift actuator is responsive to the shiftreturn command to return the shift actuator to an engaged position.

In certain embodiments, in response to the shift pre-load command 9906and the shift return command 9908, the shift actuator moves thesynchronizer and/or gear coupler to the neutral position, and/or thesynchronizer and/or gear coupler may be locked in to the gear mesh untilthe backlash crossing event occurs, whereupon during the zero torqueevent and/or backlash crossing, the pre-loaded shift actuator will slidethe synchronizer and/or gear coupler out of gear, preventing bounce,oscillation, and/or other undesirable behavior during the backlashcrossing. Accordingly, the first gear mesh is thereby disengaged duringat least a portion of the backlash event. In certain embodiments, ashift event on one gear mesh causes a transient in the transmission,such that another gear mesh that is engaged in gear and is not involvedin the shift event causes an oscillation, bounce, noise, or otherundesirable performance of the transmission. In certain embodiments, ashift event on a forward gear mesh experiences greater forces and torquetransients, increasing the experienced oscillation, bounce, noise, orother undesirable performance of the transmission.

An example system 9500 includes the clutch 106 that selectivelydecouples a prime mover 9502 from the input shaft 204 of thetransmission 100, a progressive actuator (such as a linear clutchactuator 1002—reference FIG. 10) operationally coupled to the clutch106, where a position of the progressive actuator 1002 corresponds to aposition of the clutch 106. A controller 9506 includes the displacementresponse circuit 9606 that further provides a clutch disengage command9910 in response to the determining the transmission is in one the zerotorque region 9808, imminently approaching the zero torque region 9808,in the backlash region 9810, and/or imminently approaching the backlashregion 9810. The example system 9500 includes the progressive actuator1002 responsive to the clutch disengage command 9910, where the clutchdisengage command 9910 includes a command to perform one of disengagingthe clutch and/or slipping the clutch. In certain embodiments, thedisplacement response circuit 9606 further provides a clutch engagecommand 9912, and where the progressive actuator 1002 is responsive tothe clutch engage command 9912 to return the clutch to a locked upposition.

Additionally or alternatively, the controller 9510 provides a command todisengage a clutch during at least a portion of the backlash crossingevent and/or zero torque event, and/or to slip the clutch (e.g. reduceclutch engagement torque until the clutch is not in lock-up) during atleast a portion of the backlash crossing event and/or zero torque event.The disengagement and/or slipping of the clutch mitigates the torsionalforces experienced during the backlash event, allowing the gear mesh tosettle on the other side of the backlash (e.g. from drive side to coastside engagement, or from coast side to drive side engagement) withoutexperiencing negative consequences to smooth operation of thetransmission 100, noticeable effects by the driver or operator, and/ormitigating these.

Referencing FIG. 64, an apparatus 10000 includes a controller 9506having a shaft displacement circuit 9602 that interprets a shaftdisplacement angle 9604. The controller 9506 further includes a torqueinput determination circuit 10002 that determines a prime mover torquevalue 10004 in response to the shaft displacement angle 9604. In certainembodiments, the torque input determination circuit 10002 furtherdetermines when a prime mover torque value 10004 is zero—for examplewhen the shaft displacement angle 9604 is consistent with a lack of nettorsional force at the prime mover 9502. The controller 9506 furtherincludes a displacement response circuit 9606 that provides a geardisengage command 10006 in response to the prime mover torque value10004. A system 9500 further includes a shift actuator responsive to thegear disengage command 10006. In certain embodiments, the controller9506 includes the displacement response circuit 9606 that provides, inresponse to the prime mover torque value 10004, a prime mover torquepulse command 10008 and/or a clutch modulation command 10010. In certainembodiments, where the prime mover torque value 10004 is low,experiencing a zero value, and/or where a torque transition occurs thatcauses the transmission gear alignments to switch from driving to coastand/or coasting to driving, the controller 9506 can predict that abacklash crossing event will occur in future operating conditions.Accordingly, the displacement response circuit 9606 can request a primemover torque pulse command 10008 (e.g. to switch the transmission gearalignments from coasting to driving side), and/or a clutch modulationcommand 10010 to switch the transmission gear alignments. In certainembodiments, the controller 9506 includes a gear mesh orientationcircuit 10012 that determines a gear mesh orientation 10014 in responseto the shaft displacement angle 9604—for example to determine whetherthe transmission gear alignment is on the drive side or the coast side.An example controller 9506 further includes the displacement responsecircuit 9606 that determines that the gear mesh orientation 10014 isopposite a post-shift gear mesh orientation 10016 for an impending shiftevent, and in certain embodiments, in response to the gear meshorientation 10014 being opposite the post-shift gear mesh orientation10016, provides at least one command such as: a prime mover torque pulsecommand 10008, a clutch modulation command 10010, and/or a shift timingadjustment command 10018. An example shift timing adjustment command10018 delays a shift until a gear mesh orientation change is completed,delays a shift based on predicted conditions that will switch the gearmesh orientation change before the shift is needed, and/or delays ashift based on predicted conditions that will mitigate the effect of abacklash crossing that are predicted to occur before the shift is needed(for example a changing torque value of the prime mover and/or achanging vehicle speed to a more desirable condition).

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and at least one set of drive gearshaving teeth with substantially flat tops to improve at least one ofnoise and efficiency. In embodiments, an automated truck transmission isprovided, using a plurality of high speed countershafts that areconfigured to be mechanically coupled to the main drive shaft by aplurality of gears when the transmission is in gear and an integratedmechanical assembly with a common air supply for both shift actuationand clutch actuation for the transmission.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and a having at least one helical gearset to reduce noise.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear, where the gears have teeth that areconfigured to engage with a sliding velocity of engagement that provideshigh efficiency.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having enclosure bearings and gearsets configured to reduce noise from the transmission.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having a mechanically andelectrically integrated assembly configured to be mounted on thetransmission, wherein the assembly provides gear shift actuation andclutch actuation.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having wormwheel-ground gear teethhaving a tooth profile that is designed to provide efficient interactionof the gears.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having three gear systems havingthree, three and two modes of engagement respectively for providing an18 speed transmission.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having a three-by-three-by-two gearset architecture.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear; low contact ratio gears; bearings toreduce the impact of thrust loads on efficiency; and a low losslubrication system.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having an integrated assembly thatincludes a linear clutch actuator, at least one position sensor, andvalve banks for gear shift and clutch actuation.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having a pneumatic, linear clutchactuation system that is configured to hold substantially no volume ofunused air.

In embodiments, an automated truck transmission is provided, using aplurality of high speed countershafts that are configured to bemechanically coupled to the main drive shaft by a plurality of gearswhen the transmission is in gear and having at least one power take-off(PTO) interface that has an aluminum enclosure and a gear set that isoptimized for a specified use of the PTO.

In embodiments, an automated truck transmission may have variousenclosures, such as for separating various gear boxes, such as in a3×2×2 gear box architecture. The enclosures may have bearings, and inembodiments, the enclosure bearings may be configured to be isolatedfrom the thrust loads of the transmission. For example, in embodimentsan automatic truck transmission architecture is provided where one ormore of the enclosure bearings take radial separating loads, and thethrust reaction loads are substantially deployed on other bearings (notthe enclosure bearings).

In embodiments, an automatic truck transmission architecture is providedwherein enclosure bearings take radial separating loads, wherein thrustreaction loads are deployed on other bearings and a common air supplythat is used for gear shift actuation and for clutch actuation for thetransmission.

In embodiments, an automatic truck transmission architecture is providedwherein enclosure bearings take radial separating loads, wherein thrustreaction loads are deployed on other bearings and wherein the automatedtruck transmission has at least one set of drive gears having teeth withsubstantially flat tops to improve at least one of noise and efficiency.

In embodiments, an automatic truck transmission architecture is providedwherein enclosure bearings take radial separating loads, wherein thrustreaction loads are deployed on other bearings and wherein a helical gearset is provided to reduce noise.

In embodiments, an automatic truck transmission architecture is providedwherein enclosure bearings take radial separating loads, wherein thrustreaction loads are deployed on other bearings and wherein thetransmission has wormwheel-ground gear teeth having a tooth profile thatis designed to provide efficient interaction of the gears.

In embodiments, an automatic truck transmission architecture is providedwherein enclosure bearings take radial separating loads, wherein thrustreaction loads are deployed on other bearings and wherein thetransmission has three gear systems having three, three and two modes ofengagement respectively for providing an 18 speed transmission.

In embodiments, an automatic truck transmission architecture is providedwherein enclosure bearings take radial separating loads, wherein thrustreaction loads are deployed on other bearings and wherein thetransmission has a three-by-three-by-two gear set architecture.

In embodiments, an automatic truck transmission architecture is providedhaving enclosure bearings that take radial separating loads, havingthrust reaction loads that are deployed on other bearings and having apneumatic, linear clutch actuation system that is configured to holdsubstantially no volume of unused air.

In embodiments, an automatic truck transmission architecture is providedhaving enclosure bearings that take radial separating loads, havingthrust reaction loads that are deployed on other bearings and having aplurality of power take-off (PTO) interfaces.

In embodiments, an automated truck transmission is provided, having atleast one set of drive gears that has teeth with substantially flat topsto improve at least one of noise and efficiency and having an integratedmechanical assembly with a common air supply for both shift actuationand clutch actuation for the transmission.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein a helical gearset is provided to reduce noise.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat topsconfigured to engage with a sliding velocity of engagement that provideshigh efficiency.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein enclosurebearings and gear sets are configured to reduce noise from thetransmission.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein thetransmission has a mechanically and electrically integrated assemblyconfigured to be mounted on the transmission, wherein the assemblyprovides gear shift actuation and clutch actuation.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wormwheel-ground gearteeth having a tooth profile that is designed to provide efficientinteraction of the gears.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein thetransmission has three gear systems having three, three and two modes ofengagement respectively for providing an 18 speed transmission.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency of at least one gear set ina three-by-three-by-two gear set architecture.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein thetransmission has low contact ratio gears, bearings to reduce the impactof thrust loads on efficiency and a low loss lubrication system.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein thetransmission has a linear clutch actuator that is integrated with theshift actuation system for the transmission.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein thetransmission has a hoseless pneumatic actuation system for at least oneof clutch actuation and gear shift actuation.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein thetransmission has a centralized actuation system wherein the sameassembly provides clutch actuation and gear shift actuation.

In embodiments, an automated truck transmission is provided, wherein atleast one set of drive gears has teeth with substantially flat tops toimprove at least one of noise and efficiency and wherein thetransmission has a pneumatic, linear clutch actuation system that isconfigured to hold substantially no volume of unused air.

In embodiments, an automated truck transmission is provided having anintegrated mechanical assembly with a common air supply that is used forboth gear shift actuation and clutch actuation and three gear systemshaving three, three and two modes of engagement respectively forproviding an 18 speed transmission.

In embodiments, an automated truck transmission is provided having anintegrated mechanical assembly with a common air supply that is used forboth gear shift actuation and clutch actuation and having athree-by-three-by-two gear set architecture.

In embodiments, an automated truck transmission is provided having anintegrated mechanical assembly with a common air supply that is used forboth gear shift actuation and clutch actuation and having low contactratio gears, bearings to reduce the impact of thrust loads on efficiencyand a low loss lubrication system.

Various embodiments disclosed herein may include an aluminum automatedtruck transmission, wherein a helical gear is used for at least one gearset of the transmission to reduce noise from the transmission. A helicalgear set may be used in combination with various other methods, systemsand components of an automated truck transmission disclosed throughoutthis disclosure, including the following.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having a set ofsubstantially circular gears with teeth that are configured to engagewith a sliding velocity of engagement that provides high efficiency.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having enclosurebearings and gear sets configured to reduce noise from the transmission.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having amechanically and electrically integrated assembly configured to bemounted on the transmission, wherein the assembly provides gear shiftactuation and clutch actuation.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and havingwormwheel-ground gear teeth having a tooth profile that is designed toprovide efficient interaction of the gears.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having three gearsystems having three, three and two modes of engagement respectively forproviding an 18 speed transmission.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having athree-by-three-by-two gear set architecture.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having lowcontact ratio gears, bearings to reduce the impact of thrust loads onefficiency and a low loss lubrication system.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having a linearclutch actuator that is integrated with the shift actuation system forthe transmission.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having anintegrated assembly that includes a linear clutch actuator, at least oneposition sensor, and valve banks for gear shift and clutch actuation.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having a hoselesspneumatic actuation system for at least one of clutch actuation and gearshift actuation.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having a gearsystem configured to have bearings accept thrust loads to improve engineefficiency.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having acentralized actuation system wherein the same assembly provides clutchactuation and gear shift actuation.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having apneumatic, linear clutch actuation system that is configured to holdsubstantially no volume of unused air.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having aplurality of power take-off (PTO) interfaces.

In embodiments, an aluminum automated truck transmission is provided,having a helical gear as set as at least one gear set of thetransmission to reduce noise from the transmission and having at leastone power take-off (PTO) interface that has an aluminum enclosure and agear set that is optimized for a specified use of the PTO.

In embodiments, an automated truck transmission is provided, wherein thegear set comprises a plurality of substantially circular gears havingteeth that are configured to engaged during at least one operating modeof the automated truck transmission, configuring the shape of the teethof the gears based on the sliding velocity of engagement of the teethtop provide improved efficiency of the automated truck transmission.Embodiments with gear teeth optimized based on sliding velocity may beused in combination with various other methods, systems and componentsof an overall architecture for an efficient, low noise transmission,including as follows.

Embodiments of the present disclosure include ones for a die castaluminum automatic truck transmission is provided, wherein the enclosurebearings and gear sets are configured to reduce noise from thetransmission. Such a noise-reduced configuration can be used incombination with other methods, systems and components of an automatictruck transmission architecture as described throughout the presentdisclosure.

In embodiments, a die cast aluminum automatic truck transmission isprovided, having enclosure bearings and gear sets configured to reducenoise from the transmission and having low contact ratio gears, bearingsto reduce the impact of thrust loads on efficiency and a low losslubrication system.

In embodiments, a die cast aluminum automatic truck transmission isprovided, having enclosure bearings and gear sets configured to reducenoise from the transmission and having a linear clutch actuator that isintegrated with the shift actuation system for the transmission.

In embodiments, a die cast aluminum automatic truck transmission isprovided, having enclosure bearings and gear sets configured to reducenoise from the transmission and having an integrated assembly thatincludes a linear clutch actuator, at least one position sensor, andvalve banks for gear shift and clutch actuation.

In embodiments, a die cast aluminum automatic truck transmission isprovided, having enclosure bearings and gear sets configured to reducenoise from the transmission and having a gear system configured to havebearings accept thrust loads to improve engine efficiency.

In embodiments, a die cast aluminum automatic truck transmission isprovided, having enclosure bearings and gear sets configured to reducenoise from the transmission and having a centralized actuation systemwherein the same assembly provides clutch actuation and gear shiftactuation.

In embodiments, an automated truck transmission is provided, wherein thebearings for the gears are configured to reduce or cancel thrust loadswhen the drive shaft is engaged. Such an architecture may be used incombination with various other methods, systems and components describedthroughout this disclosure, including as follows.

In embodiments, an automated truck transmission is provided having agear system configured to having bearings accept thrust loads to improveengine efficiency and having a centralized actuation system wherein thesame assembly provides clutch actuation and gear shift actuation.

In embodiments, an automated truck transmission is provided having agear system configured to having bearings accept thrust loads to improveengine efficiency and having a pneumatic, linear clutch actuation systemthat is configured to hold substantially no volume of unused air.

In embodiments, an automated truck transmission is provided having agear system configured to having bearings accept thrust loads to improveengine efficiency and having a plurality of power take-off (PTO)interfaces.

In embodiments, an automated truck transmission is provided having agear system configured to having bearings accept thrust loads to improveengine efficiency and having at least one power take-off (PTO) interfacethat has an aluminum enclosure and a gear set that is optimized for aspecified use of the PTO.

In embodiments, an automated truck transmission is provided, wherein thetransmission has a plurality of power take-off (PTO) interfaces. Such anarchitecture may be used in combination with various other methods,systems and components described throughout this disclosure, includingas follows. In embodiments, an automated truck transmission is providedhaving a plurality of power take-off (PTO) interfaces and having atleast one power take-off (PTO) interface that has an aluminum enclosureand a gear set that is optimized for a specified use of the PTO.

In embodiments, an automated truck transmission is provided, wherein thetransmission has at least one power take-off (PTO) interface with analuminum enclosure and an optimized gear set. Such an architecture maybe used in combination with various other methods, systems andcomponents described throughout this disclosure.

While only a few embodiments of the present disclosure have been shownand described, it will be obvious to those skilled in the art that manychanges and modifications may be made thereunto without departing fromthe spirit and scope of the present disclosure as described in thefollowing claims. All patent applications and patents, both foreign anddomestic, and all other publications referenced herein are incorporatedherein in their entireties to the full extent permitted by law.

Any one or more of the terms computer, computing device, processor,circuit, and/or server include a computer of any type, capable to accessinstructions stored in communication thereto such as upon anon-transient computer readable medium, whereupon the computer performsoperations of systems or methods described herein upon executing theinstructions. In certain embodiments, such instructions themselvescomprise a computer, computing device, processor, circuit, and/orserver. Additionally or alternatively, a computer, computing device,processor, circuit, and/or server may be a separate hardware device, oneor more computing resources distributed across hardware devices, and/ormay include such aspects as logical circuits, embedded circuits,sensors, actuators, input and/or output devices, network and/orcommunication resources, memory resources of any type, processingresources of any type, and/or hardware devices configured to beresponsive to determined conditions to functionally execute one or moreoperations of systems and methods herein.

The methods and systems described herein may be deployed in part or inwhole through network infrastructures. The network infrastructure mayinclude elements such as computing devices, servers, routers, hubs,firewalls, clients, personal computers, communication devices, routingdevices and other active and passive devices, modules, and/or componentsas known in the art. The computing and/or non-computing device(s)associated with the network infrastructure may include, apart from othercomponents, a storage medium such as flash memory, buffer, stack, RAM,ROM and the like. The methods, program code, instructions, and/orprograms described herein and elsewhere may be executed by one or moreof the network infrastructural elements.

The methods, program code, instructions, and/or programs may be storedand/or accessed on machine readable transitory and/or non-transitorymedia that may include: computer components, devices, and recordingmedia that retain digital data used for computing for some interval oftime; semiconductor storage known as random access memory (RAM); massstorage typically for more permanent storage, such as optical discs,forms of magnetic storage like hard disks, tapes, drums, cards and othertypes; processor registers, cache memory, volatile memory, non-volatilememory; optical storage such as CD, DVD; removable media such as flashmemory (e.g., USB sticks or keys), floppy disks, magnetic tape, papertape, punch cards, standalone RAM disks, Zip drives, removable massstorage, off-line, and the like; other computer memory such as dynamicmemory, static memory, read/write storage, mutable storage, read only,random access, sequential access, location addressable, fileaddressable, content addressable, network attached storage, storage areanetwork, bar codes, magnetic ink, and the like.

Certain operations described herein include interpreting, receiving,and/or determining one or more values, parameters, inputs, data, orother information. Operations including interpreting, receiving, and/ordetermining any value parameter, input, data, and/or other informationinclude, without limitation: receiving data via a user input; receivingdata over a network of any type; reading a data value from a memorylocation in communication with the receiving device; utilizing a defaultvalue as a received data value; estimating, calculating, or deriving adata value based on other information available to the receiving device;and/or updating any of these in response to a later received data value.In certain embodiments, a data value may be received by a firstoperation, and later updated by a second operation, as part of thereceiving a data value. For example, when communications are down,intermittent, or interrupted, a first operation to interpret, receive,and/or determine a data value may be performed, and when communicationsare restored an updated operation to interpret, receive, and/ordetermine the data value may be performed.

Certain logical groupings of operations herein, for example methods orprocedures of the current disclosure, are provided to illustrate aspectsof the present disclosure. Operations described herein are schematicallydescribed and/or depicted, and operations may be combined, divided,re-ordered, added, or removed in a manner consistent with the disclosureherein. It is understood that the context of an operational descriptionmay require an ordering for one or more operations, and/or an order forone or more operations may be explicitly disclosed, but the order ofoperations should be understood broadly, where any equivalent groupingof operations to provide an equivalent outcome of operations isspecifically contemplated herein. For example, if a value is used in oneoperational step, the determining of the value may be required beforethat operational step in certain contexts (e.g. where the time delay ofdata for an operation to achieve a certain effect is important), but maynot be required before that operation step in other contexts (e.g. whereusage of the value from a previous execution cycle of the operationswould be sufficient for those purposes). Accordingly, in certainembodiments an order of operations and grouping of operations asdescribed is explicitly contemplated herein, and in certain embodimentsre-ordering, subdivision, and/or different grouping of operations isexplicitly contemplated herein.

The methods and systems described herein may transform physical and/oror intangible items from one state to another. The methods and systemsdescribed herein may also transform data representing physical and/orintangible items from one state to another.

The elements described and depicted herein, including in flow charts,block diagrams, and/or operational descriptions, depict and/or describespecific example arrangements of elements for purposes of illustration.However, the depicted and/or described elements, the functions thereof,and/or arrangements of these, may be implemented on machines, such asthrough computer executable transitory and/or non-transitory mediahaving a processor capable of executing program instructions storedthereon, and/or as logical circuits or hardware arrangements.Furthermore, the elements described and/or depicted herein, and/or anyother logical components, may be implemented on a machine capable ofexecuting program instructions. Thus, while the foregoing flow charts,block diagrams, and/or operational descriptions set forth functionalaspects of the disclosed systems, any arrangement of programinstructions implementing these functional aspects are contemplatedherein. Similarly, it will be appreciated that the various stepsidentified and described above may be varied, and that the order ofsteps may be adapted to particular applications of the techniquesdisclosed herein. Additionally, any steps or operations may be dividedand/or combined in any manner providing similar functionality to thedescribed operations. All such variations and modifications arecontemplated in the present disclosure. The methods and/or processesdescribed above, and steps thereof, may be implemented in hardware,program code, instructions, and/or programs or any combination ofhardware and methods, program code, instructions, and/or programssuitable for a particular application. Example hardware includes adedicated computing device or specific computing device, a particularaspect or component of a specific computing device, and/or anarrangement of hardware components and/or logical circuits to performone or more of the operations of a method and/or system. The processesmay be implemented in one or more microprocessors, microcontrollers,embedded microcontrollers, programmable digital signal processors orother programmable device, along with internal and/or external memory.The processes may also, or instead, be embodied in an applicationspecific integrated circuit, a programmable gate array, programmablearray logic, or any other device or combination of devices that may beconfigured to process electronic signals. It will further be appreciatedthat one or more of the processes may be realized as a computerexecutable code capable of being executed on a machine readable medium.

The computer executable code may be created using a structuredprogramming language such as C, an object oriented programming languagesuch as C++, or any other high-level or low-level programming language(including assembly languages, hardware description languages, anddatabase programming languages and technologies) that may be stored,compiled or interpreted to run on one of the above devices, as well asheterogeneous combinations of processors, processor architectures, orcombinations of different hardware and computer readable instructions,or any other machine capable of executing program instructions.

Thus, in one aspect, each method described above and combinationsthereof may be embodied in computer executable code that, when executingon one or more computing devices, performs the steps thereof. In anotheraspect, the methods may be embodied in systems that perform the stepsthereof, and may be distributed across devices in a number of ways, orall of the functionality may be integrated into a dedicated, standalonedevice or other hardware. In another aspect, the means for performingthe steps associated with the processes described above may include anyof the hardware and/or computer readable instructions described above.All such permutations and combinations are contemplated in embodimentsof the present disclosure.

The use of the terms “a” and “an” and “the” and similar referents in thecontext of describing the disclosure (especially in the context of thefollowing claims) is to be construed to cover both the singular and theplural, unless otherwise indicated herein or clearly contradicted bycontext. The terms “comprising,” “having,” “including,” and “containing”are to be construed as open-ended terms (i.e., meaning “including, butnot limited to,”) unless otherwise noted. All methods described hereincan be performed in any suitable order unless otherwise indicated hereinor otherwise clearly contradicted by context. The use of any and allexamples, or exemplary language (e.g., “such as”) provided herein, isintended merely to better illuminate the disclosure and does not pose alimitation on the scope of the disclosure unless otherwise claimed. Nolanguage in the specification should be construed as indicating anynon-claimed element as essential to the practice of the disclosure.

It will be appreciated that the methods and systems described are setforth by way of example and not of limitation. Numerous variations,additions, omissions, and other modifications will be apparent to one ofordinary skill in the art. In addition, the order or presentation ofmethod steps in the description and drawings above is not intended torequire this order of performing the recited steps unless a particularorder is expressly required or otherwise clear from the context. Thus,while particular embodiments have been shown and described, it will beapparent to those skilled in the art that various changes andmodifications in form and details may be made therein without departingfrom the spirit and scope of this disclosure and are intended to form apart of the invention as defined by the following claims, which are tobe interpreted in the broadest sense allowable by law.

What is claimed is:
 1. An apparatus, comprising: a shaft displacementlogic configured to interpret a shaft displacement angle, the shaftdisplacement angle comprising an angle value representative of arotational displacement difference between at least two shafts of atransmission; a torque state description logic configured to determine,in response to the shaft displacement angle, that the transmission is inone of: a zero torque region; or an imminent zero torque region; and adisplacement response logic configured to perform a transmissionoperation in response to at least one of: the shaft displacement angle,the zero torque region, or the imminent zero torque region.
 2. Theapparatus of claim 1, wherein the shaft displacement angle comprises atleast one angle selected from the angles consisting of: an input anglecomprising an angle value representative of a rotational displacementdifference between an input shaft and a countershaft of thetransmission; a main box angle comprising a rotational displacementdifference between the countershaft and an output shaft of thetransmission; and an output angle comprising a rotational displacementdifference between the input shaft and the output shaft of thetransmission.
 3. The apparatus of claim 2, further comprising: a torqueinput determination logic configured to determine a prime mover torquevalue in response to the shaft displacement angle; and a displacementresponse logic configured to provide, in response to the prime movertorque value, a prime mover torque pulse command.
 4. The apparatus ofclaim 1, further comprising: wherein the displacement response logic isfurther configured to provide a shift pre-load command in response tothe determining the transmission is in one of the zero torque region orthe imminent zero torque region.
 5. The apparatus of claim 1, furthercomprising: wherein the displacement response logic is furtherconfigured to provide an opposing pulse command in response to thedetermining the transmission is in one of the zero torque region or theimminent zero torque region; and wherein a shift actuator is responsiveto the opposing pulse command to provide an amount of air in a closedvolume, wherein the amount of air in the closed volume opposesengagement of the shift actuator.
 6. The apparatus of claim 1, furthercomprising: a backlash indication logic configured to identify animminent backlash crossing event at a first gear mesh; and a backlashmanagement logic configured to reduce engagement force experienced bythe first gear mesh in response to receiving a backlash crossingindication event from the backlash indication logic.
 7. The apparatus ofclaim 6, wherein the backlash indication logic is further configured toidentify the imminent backlash crossing event in response to thetransmission operating in at least one of the zero torque region or theimminent zero torque region.
 8. A transmission, comprising: an inputshaft configured to couple to a prime mover; a countershaft having afirst plurality of gears mounted thereon; a main shaft having a secondplurality of gears mounted thereon; an output shaft selectivelyproviding a torque output to a driveline; a shift actuator configured toselectively couple the input shaft to the main shaft by rotatablycoupling at least one of the first plurality of gears to thecountershaft and the second plurality of gears to the main shaft; acontroller, comprising: a shaft displacement logic configured tointerpret a shaft displacement angle, the shaft displacement anglecomprising an angle value representative of a rotational displacementdifference between at least two shafts of a transmission; a torque statedescription logic configured to determine, in response to the shaftdisplacement angle, that the transmission is in one of: a zero torqueregion; or an imminent zero torque region; and a displacement responselogic configured to perform a transmission operation in response to atleast one of: the shaft displacement angle, the zero torque region, orthe imminent zero torque region, the transmission operation comprisingan operation of the shift actuator.
 9. The transmission of claim 8,wherein the shaft displacement angle comprises at least one angleselected from the angles consisting of: an input angle comprising anangle value representative of a rotational displacement differencebetween the input shaft and the countershaft of the transmission; a mainbox angle comprising a rotational displacement difference between thecountershaft and the output shaft of the transmission; and an outputangle comprising a rotational displacement difference between the inputshaft and the output shaft of the transmission.
 10. The transmission ofclaim 9, wherein the controller further comprises: a torque inputdetermination logic configured to determine a prime mover torque valuein response to the shaft displacement angle; and a displacement responselogic configured to provide, in response to the prime mover torquevalue, a prime mover torque pulse command.
 11. The transmission of claim8, further comprising: wherein the displacement response logic isfurther configured to provide a shift pre-load command in response tothe determining the transmission is in one of the zero torque region orthe imminent zero torque region; and wherein the shift actuator isresponsive to the shift pre-load command.
 12. The transmission of claim8, further comprising: wherein the displacement response logic isfurther configured to provide an opposing pulse command in response tothe determining the transmission is in one of the zero torque region orthe imminent zero torque region; and wherein the shift actuator isresponsive to the opposing pulse command to provide an amount of air ina closed volume, wherein the amount of air in the closed volume opposesengagement of the shift actuator.
 13. The transmission of claim 8,wherein the controller further comprises: a backlash indication logicconfigured to identify an imminent backlash crossing event at a firstgear mesh; and a backlash management logic configured to reduceengagement force experienced by the first gear mesh in response toreceiving a backlash crossing indication event from the backlashindication logic.
 14. The transmission of claim 13, wherein the backlashindication logic is further configured to identify the imminent backlashcrossing event in response to the transmission operating in at least oneof the zero torque region or the imminent zero torque region.
 15. Amethod, comprising: interpreting a shaft displacement angle, the shaftdisplacement angle comprising an angle value representative of arotational displacement difference between at least two shafts of atransmission; determining, in response to the shaft displacement angle,that the transmission is in one of: a zero torque region; or an imminentzero torque region; and performing a transmission operation in responseto at least one of: the shaft displacement angle, the zero torqueregion, or the imminent zero torque region.
 16. The method of claim 15,further comprising: providing a shift pre-load command in response tothe determining the transmission is in one of the zero torque region orthe imminent zero torque region; and operating a shift actuator inresponse to the shift pre-load command.
 17. The method of claim 15,further comprising: providing an opposing pulse command in response tothe determining the transmission is in one of the zero torque region orthe imminent zero torque region; and operating a shift actuator inresponse to the opposing pulse command by providing an amount of air ina closed volume, wherein the amount of air in the closed volume opposesengagement of the shift actuator.
 18. The method of claim 15, furthercomprising: identifying an imminent backlash crossing event at a firstgear mesh; and reducing engagement force experienced by the first gearmesh in response to receiving a backlash crossing indication event fromthe backlash indication logic.
 19. The method of claim 18, furthercomprising identifying the imminent backlash crossing event in responseto the transmission operating in at least one of the zero torque regionor the imminent zero torque region.
 20. The method of claim 18, furthercomprising: determining a prime mover torque value in response to theshaft displacement angle; and in response to the prime mover torquevalue, providing a prime mover torque pulse command.